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Wednesday, February 29, 2012

A Retrospective on the Hughes Corporation's Contribution to the Exploration of Outer Space

A Retrospective on the Hughes Corporation's Contribution to the Exploration of Outer Space

In Martin Scorsese's movie, The Aviator, the life of Howard Hughes was fully glamorized. The company he founded, Hughes Aircraft, and later Hughes Space and Communications, was obviously noteworthy. These companies built airplanes, helicopters, missiles, radar systems, satellites, and interplanetary exploration vehicles. The company built the first working laser, aircraft computer systems, and ion-propulsion engines.

In 2000, Hughes sold it's Space and Communications divisions to Boeing, and in 2003, Hughes sold effective controlling interest (39%) in DirecTV to News Corporation/Fox Broadcasting (Rupert Murdoch).

Notable Achievements: Syncom (1963): Syncom is short for "synchronous communication satellite". Hughes built the world's first geosynchronous communications satellite, Syncom 2. Syncom 1 was to be the first geosynchronous communications satellite. but was lost due to an electronics failure. The Syncom satellites weighed 86 pounds.ATS (1966-1969): Hughes built the world's first geosynchronous weather satellites, ATS. The ATS satellites conducted experiments in communications and meteorology. An ATS satellite produced the first color picture showing a view of our planet from space.Surveyor (1966): Hughes built 7 Surveyor systems, robotic spacecraft used as pathfinders. These spacecraft provided the first soft landings on the Moon as preparation for the Apollo missions. Each spacecraft was about 10 feet tall, 14 feet in width, and weighed about 2300 pounds. A total of 7 Surveyor systems were sent to the moon. Five made successful landings. Apollo 12 later landed about 400 meters from the landing site of Surveyor 3, and astronauts retrieved parts of the spacecraft to determine the effects of long exposure to the lunar environment.Pioneer (1978): Hughes built Pioneer Venus, which performed radar mapping of Venus until its demise in 1992. The mission, scheduled to last 243 days, instead lasted 14 years. The Pioneer mission to Venus consisted of two modules, launched separately, Pioneer Venus Orbiter (the "mother" craft) and Pioneer Venus Multiprobe. The multiprobe spacecraft divided into four separate probes, one large probe, and three small probes. In total, the five spacecraft contained 18 scientific instruments. The probes all functioned perfectly, transmitting data through their descent. One probe survived impact and continued to transmit valuable data from the planet's surface for more than an hour.LEASAT (1984-1990): LEASAT is short for "Leased Satellites". Hughes built the LEASAT satellite system that was launched in the 1980's that formed a global military communications network. The 5 Intelsat satellites were also called Syncom IV-1 to Syncom IV-5. However, these satellites weighed more than 1500 pounds each, as opposed to the 86 pounds of Syncom satellites built in the 1960s. The LEASAT satellites were the first satellites specifically designed for launch by the Space Shuttle. Users include mobile air, surface ships, submarines, and fixed earth stations of the Navy, Marine Corps, Air Force, and Army.DirecTV (1994): Hughes pioneered direct broadcast satellite (DBS) service for delivering television programming directly to the consumer, launching service in 1994. The new technologies that had to be engineered to provide this service included very high power satellite transmission and digital video compression (CDV). The higher power was needed so that smaller antenna dishes could be used by the consumer. The higher the power of the transmission from the satellite, the smaller the dish. CDV reduces the signal bandwidth requirements of a TV signal to enable its transmission via the Internet, DVD, cable, or satellite. This is necessary because an uncompressed video signal requires a a large bandwidth. The high definition signal (HDTV) is much larger than standard definition files. DirecTV has approximately 17 million customers in the United States. DirecTV is currently in a race with the Dish Network to develop the HDTV DBS market. By 2010, 60% of U.S. homes will use a Satellite signal, up from 15% in 2002.Galileo (1995): Hughes built the Galileo probe that studied Jupiter in the 1995-1997. The spacecraft studied the planet, its moons, orbital rings and the planet's magnetic field. As a part of the program, Galileo released a probe that entered the planet's atmosphere for detailed study. The probe survived entry speeds of over 106,000 MPH, extreme temperatures more than twice the temperature of the surface of the Sun, and deceleration forces up to 230 G's. The probe relayed data obtained during its 57 minute descent mission back to the Galileo orbiter for transmission back to Earth.

As of the year 2000, the company had built approximately 40 percent of commercial satellites in service worldwide. Much of the current interplanetary exploration, and communication satellite industry, has been built on the foundation laid by the Hughes Corporation.

Why You Want to Be a Marine Corps Pilot In case you're wondering what the life of a Marine pilot is like let me give you a quick rundown on what you can expect once you earn those coveted wings of gold.

Why You Want to Be a Marine Corps Pilot

In case you're wondering what the life of a Marine pilot is like let me give you a quick rundown on what you can expect once you earn those coveted wings of gold.


Challenge- As you can imagine being a pilot in the Corps is challenging. You might be flying an AV-8B Harrier in support of forces on the ground, or performing assault missions in a V-22 Osprey tilt-rotor. You might launch from carriers decks in your F-18 Hornet or pound enemy position in your AH-1Z helicopter gunship. These are only a few of the aircraft and missions you could be flying as a Marine.

Fulfillment- As a Marine pilot you are part of something that is bigger than yourself. You're an essential ingredient to the Marine Air Ground team and part of the reason why the Corps can accomplish more with less. Because the Corps is an expeditionary force it doesn't travel with many heavy weapons. Marine air power fills that void and provides an umbrella of protection for Marines on the ground.


The People-You will fly with some of the best people on the planet. The relationships that you make as a Marine Corps pilot will follow you throughout your career and into the civilian world.


These are just a few of the benefits of becoming a Marine Corps Pilot. I didn't mention the pride of being a Marine or the feeling you'll have when you finish flight training and pin on Marine Aviator wings.

I didn't mention the elation of making your first operational carrier landing or the excitement of going on a cruise.

2007 Trends in Artificial Intelligent UAV Fighter Aircraft

2007 Trends in Artificial Intelligent UAV Fighter Aircraft

The Future of the Top Gun Fighter Pilot is almost over and indeed their days are numbered. This will be the last generation of human fighter pilots due to the rapidly advancing artificial intelligence and unmanned aerial vehicle technologies. Soon airliners will fly themselves just like light-rail systems only without the tracks. The cost savings to build aircraft without cockpits and human systems for control will save hundreds of thousands of dollars or even millions in some cases. But this is not the only reason.

Consider if you will the cost of the military to recruit, train, house, feed a human fighter pilot. Think about the loss if you lose them in battle, not only have you lost a 50 million dollar or more aircraft, you have lost all your return on investment in training too. Indeed human pilots also have limits that future artificial intelligent unmanned aerial vehicles will not have. Humans cannot withstand much more than 8'Gs and we have missiles that can handle over 18'Gs now. In the future Fighter Aircraft without humans will be able to do the same and therefore complete nearly impossible maneuvers by today's standards.

The current predictions and UAV Unmanned Aerial Vehicle Roadmaps of the United States Air Force and United States Navy are calling for increased use of robotic aircraft and huge decreases in human piloted aircraft. Both cost and technology are driving this progression, but also driving this solution is the competition or potential adversaries. For our fighter aircraft to be more competitive and continue to dominate the skies removing the weakest link, the human pilot makes a lot of sense much to the chagrin of pilots like my Dad who did 250 combat missions in Vietnam in an US Navy A-4.

I hope you will enjoy this intellectual thought and concept. Maybe you will find it mindful and thought provoking, as this is its intended purpose. Perhaps this article is of interest to propel thought?

A List Of The 4 Best Bombers of WWII

A List Of The 4 Best Bombers of WWII

There has been much debate for more than sixty years now over the best aircraft of World War II. As a former Air Force pilot I have my opinion on which were the best aircraft of the period. In this series of articles I've broken down the best of class into a four areas: Heavy Bombers, Medium Bombers, Light or Dive bombers, and Fighters. I have further categorized the aircraft by the theatre that they fought in. This will be the first of a series of articles on "The Best War Planes of World War II." Our first in the series will cover "The Best of the Bombers."

The Best of the Bombers of World War II

Best 4 engine Bombers:

European Theatre
The Boeing B-17G, with its four 9-cylinder Wright R-1820 Cyclone engines is argued to be the best in class for the period of 1941 through to the end of the war, or rather the war in Europe. It was used to carry the war to Germany and flew American and British crews. With its 16,000 pound payload and ten.50 caliber machine guns, it's hard to argue against this aircraft. However, you will always get an argument from those who flew and favored the Consolidated B-24, with its 14 cylinder Pratt and Whitney R-1830 Twin Wasp radials producing 1000 horsepower power each. Both aircraft were fast for their time and carried a heavy bomb load. Of the B-24, it was said to be just a bit faster but a little more difficult to fly and it had a tendency to catch fire. The B-17 was favored for its ruggedness and was glamorized by the press of the day. The B-24 actually flew just as many sorties and was loved by the crews who flew her. For the reasons stated above I would have to rate the aircraft a draw when it comes to selecting the best of class. The Germans, Brits and the Russians really never developed a heavy bomber that could complete on a level playing table with either of these aircraft during the war.

Some folks from Britain are going to be mad at me for leaving the Lancaster Bomber out of this group as the best. My reason for doing this is because of the way the aircraft was used, mainly as a night attack aircraft, while the B-17 and B-24 took on the enemy in their daylight attacks.

Pacific Theatre
In the Pacific Theatre there is only one choice when it comes to the best of class and perhaps best of the war. The Boeing B-29 Super Fortress with its incredible long range, high altitude capability, pressurized crew compartment and remotely controlled gunnery systems is the only first choice. The aircraft served from the mid 1940s well into the 1950s. The B-29 was so well respected that the Russian Military copied confiscated models of the aircraft right down to the repair patches on the fuselage and put them in service for many years during the Cold War. Of this aircraft you can truly state that it ended the war when it dropped the atomic bomb on the cities of Japan.

Best Medium Bombers of the war:

When historians look at the Air Wars of World War II they tend overlook the contributions of the medium bombers. They dropped as much or more ordinance on the enemy than the heavy class of bomber. There are two aircraft that must be discussed in this category with an honorable mention of one other. Let's get started with a discussion of the North American B-25 Mitchell.

Pacific Theatre
The B-25 was built in the early 1940s. It was an advanced design for its time. The aircraft could perform as a medium altitude bomber or could be outfitted with cannon and machine guns and used in a ground attack mode. This aircraft saw most of its duty in the Pacific Theatre where it performed with distinction. In the early years of the war it was the only aircraft available to strike back at Japan following the attack on Pearl Harbor. The aircraft versatility shined when a squadron or B-25s were launched from an aircraft carrier in the Doolittle Raid on Tokyo in early 1942.

European Theatre
Martin B-26 Marauder, originally put in service in 1939, actually dropped more weapons in the European Theatre than the B-17. The aircraft went through many redesigns do to its handling characteristics. The original high wing loading produced undesirable flight characteristic including the inability to maintain controlled flight with one engine out. A redesign of the wing led to one of the best and fastest bombers of the war. The B-26 was noted as a high flying sports car of a bomber and the crews that flew it, and understood its handling characteristics, loved the aircraft.

Our next entry in this category, the British Mosquito receives honorable mention. What made this aircraft special was its construction of all natural components. The aircraft was constructed of light weight wood due to a shortage of metal in Britain during the war. This aircraft was basically untouchable due to its speed. The Mosquito was the fastest aircraft in the European theatre until the Germans introduced the Me 262 all jet fighter.

Best Light Bombers:

All entries from the European Theatre

The Ju 87 Stuka, although outdated by 1942, the Stuka put terror into the hearts of the ground forces being attacked by this aircraft. The Stuka was slow flying and dropped weapons while in a near vertical dive, using a 9 G (nine times the force of gravity) pull-out, sometimes blacking out the pilot. To compensate for the tendency to black out the pilot the aircraft had an automatic pullout control very futuristic for its time. To make the aircraft seem more menacing the Germans attached an air operated siren on the aircraft for psychological intimidation. The Stuka flew until the very end of the war on every front the Germans fought. It was a great equalizer for defense against tanks, especially on the Eastern Front where the Russians had a great numerical advantage. Even if you don't agree that the aircraft was one of the best in class during the war, you have to admire the effectiveness of its use.

The IL-2 Shturmovik Tank Buster (eastern front) - The Russians out-did themselves with this aircraft. The Shturmovik was designed specifically for attacking German ground forces, especially tanks. The IL-2 killed more tanks than any other aircraft of the war.

Future Articles will include articles on fighters and then we could proceed on to technical developments during the War. See list below for overview... just some ideas for you!

Best Fighters:
North American P-51 Mustang (the ultimate piston aircraft of the war)
Focke- Wulf FW 190 direct competition with the P-51
Messerschmitt 262 (first operation jet)
Me 262 (first jet aircraft)
Hawker Hurricane
Super Marine Spitfire
Pacific fighters:
Mitsubishi A6M Zero (pacific)
Vought F4U Corsair (pacific)
Best of the Best:
North American P-51Mustang

Tuesday, February 28, 2012

Aircraft for Sale - Basic Things to Look Out For PKW: Aircraft for Sale

Aircraft for Sale - Basic Things to Look Out For PKW: Aircraft for Sale

Becoming the owner of an aircraft is something which someone can just dream of but now-a-days this can also be a reality. Human nature is an unusual thing and it always desires of possessing something very bizarre. Many of us have dreams of flying of their own and thus they desire of having an aircraft which can fulfill their dream. So to chase this dream and make it a reality many of us want to be a proud owner of an aircraft. People look for an aircraft for sale as a used aircraft can be affordable compared to a polished new one. But taking the decision of buying a used aircraft for sale is really very tough than making a decision to buy any other vehicle.

Before arriving at any decision you need to be sure what type of aircraft you actually need. Different types of aircraft have different uses. It is to be decided beforehand that what is the actual purpose of buying an aircraft as this is a prime determinant of what you want to buy. Thus a market survey is also required to gather proper knowledge on aircraft, cost and maintenance and its usage as then only you can gather courage to buy used aircraft for sale. So going through different brokers, sellers, dealers or even by surfing the internet properly can give you ideas on aircraft. Here, the online websites can be more than handy to help you find dealers or brokers, who eventually can help you find used aircraft for sale.

Some basic requirements when deciding to buy a used Aircraft for sale:

After it has been decided what type of aircraft is to be bought the search for used aircraft for sale begins. The dealers or the brokers might help regarding this as they have contacts of better used aircraft for sale. The budget is the prime component when looking to buy a used aircraft for sale as you have to decide of your own how much you can afford to buy a used aircraft. So after a budget has been fixed the expenses need to be figured out as an estimate has to be made for the expenses in addition to the cost of the aircraft for sale. This will actually determine the exact cost of the aircraft as used aircraft will have lots of expenses such as maintenance cost, operating cost, insurance cost and few others.

You should know very well the motive behind buying an aircraft as different people will have different types of requirement. So when looking to buy a used aircraft for sale the mission behind buying it has to be determined first as it can be either for traveling purpose, business purpose or for transportation purpose. Apart from these, the condition of the aircraft for sale is the most crucial thing. The engine has to be in proper running condition. Besides the engine, the documentation is also very crucial as the papers should be in proper condition which must also have the insurance documents with it.

Therefore, start your research on aircraft for sale as without your market survey on aircraft, its cost, condition, purpose you will not be able to get the desired result you are seeking for.

Aircraft Design Trends in 2012

Aircraft Design Trends in 2012

Indeed, this is a good year to go into the aerospace engineering and design career path for a number of reasons. For instance, new materials have been inroduced and there is extreme pressure and bias towards creating more fuel-efficient and higher performance aircraft. Also, we are entering an era where we actually have the technology now to build flying cars. Everything is about to change, so things are getting pretty interesting, and aerospace engineers should be excited about this. Okay so, let's talk about this for second, as there are four categories I'd like to address.

New Materials

New materials such as Carbon Nanotubes, Graphene Coatings, and some of the new carbon composites being used will change everything. We will make aircraft more efficient, lighter, and able to do incredible things like shape shift. Hypersonic space flight, private space flight, and ultra efficient airliners are on their way. Speaking of ultra efficient airliners I'd like to talk about that as well.

Cost of Fuel and More Efficient Aircraft

Fuel costs are increasing, and there is a big need to use less fuel, and therefore put out less CO2 emissions. In Europe, the EU has new carbon credits for airliners, this means that companies with older airliners will have to switch to new more efficient planes. One way to satisfy this is for airlines to purchase aircraft that use more carbon composite components. Also, many of the new jet engines are not only more efficient, putting out more thrust using less fuel, but they also decrease emissions with more efficient burn than ever before.

Challenges With Bringing New Prototypes to Market

There are some challenges that aircraft designers will have to deal with. Only the very best designs will ever get built because the cost of prototype development and testing is astronomical, not to mention the liability to do so. That means even though future aircraft designs are proliferating, many of those will never get off the drawing board. Meanwhile there are plenty of other aircraft that has never left the drawing board from the past, that may become more viable in the future do the new materials.

Lack of New Aerospace Engineers, and Shortages in the Industry

Lastly, one of the biggest trends in aircraft design in 2012 is the reality that many of the aerospace engineers and designers are now retiring, and therefore they may not be around to design the aircraft of the future, even though they have all the know-how and knowledge to do so. Some of these top aerospace designers will probably still work in a consulting fashion, but they will most likely not be there with all their worldly experience to help us boldly go.

Indeed it is my sincere hope that you will please consider all this and think on it, and perhaps if you have new trends that you'd like to share with me, I would like you to send me an e-mail. If you'd like to stay up on all the upcoming trends, you should probably subscribe to my articles.

5 Tips For Taking Digital Photography From the Airplane

5 Tips For Taking Digital Photography From the Airplane

Have you ever looked out of the window of an airplane? Now you would wonder why I am asking this strange question. Have you looked out of an airplane window and remarked about the beauty. Have you ever wanted to capture those moments? Well now you can capture those memories. Here are a few tips for taking digital photography form the airplane.

A common mistake that people make when taking shots from the camera is to put the lens of the camera right against the window pane of the airplane. We normally do this hoping that it will cut down on the reflections. People also do this to take a steady shot. Now, resting your camera on the window pane might help you to decrease the reflection but it will never help in taking a steady shot. If you rest the camera on window pane the camera will shake a lot more owing to the vibrations of the airplane.

If you are using a DSLR with fitted lens what you can do is that attach the lens hood to the lens. This way you will get closer to the window without really touching it. This is the best strategy to take a beautiful picture. Now, use your free hand to cup the lens, this way you will be able to protect it from the reflections. Now the best way to take an aerial shot is to shoot from an open window from a proper altitude. But since most of us cannot do it, the next best option is to shoot from the window of an airplane.

Below are five tips for taking digital photography from the window of an airplane:

When you plan to take a picture from the window of an airplane, switch your camera from the auto focus to the manual focus. The reason is that the camera gets confused when you are shooting through the glass. When you switch to the manual focus mode and lock the focus on the main focal point you will achieve better results.

Windows of the airplane will often ice up or get condensed when you are flying for a long period of time. Therefore, you must make it a point to shoot early. Your shots will be much clearer and better.

If you are looking for the aerial shots of the ground, there will be fewer opportunities when you would be able to do it. Therefore, the key is to be ready for those moments. These opportunities occur when the plane begins to bank off before landing or after taking off. You will get very few opportunities to capture these shots. Therefore, always be ready to shot at the right moment.

Always turn off the flash when you shoot from an airplane. The reason is that a flash will not be of any help. An in-built flash will only work for a few meters and will aggravate the problem of reflection.

There are times when the scene outside the airplane is just breathtaking. These are the scenes that you will never want to miss. But after you have captured these scenes you would really feel that they do nothing to inspire you. When shooting from airplane look for a main subject that will bring light on your photograph.

Monday, February 27, 2012

Airbus Sold 730 Aircraft at the Paris Air Show, Boeing 142 Aircraft - Did Airbus Really Win?

Airbus Sold 730 Aircraft at the Paris Air Show, Boeing 142 Aircraft - Did Airbus Really Win?

The competition for aircraft orders, commitments, and sales at the Paris Air Show in 2011 seemed to be spectacular. Boeing sold 142 aircraft worth some $22 Billion, and Airbus did extremely well, blowing the doors off "some" of the analysts' predictions, but not all. Boeing seems to be in a transitional year, and is booked with so many previous orders that it is working through its backlog and building factories, thus, stated that it really wasn't going all out this year to compete with Airbus at the Paris Air Show, even predicting at one-point that Airbus should be able to sell 1,000 or more aircraft this year, which they did not.

In other words, Airbus left a lot on the table, meaning there are still many buyers out there and not enough planes being made, something that Embraer, Comac, Sukhoi, and Bombardier hope will continue as they widen the door to break into the larger and more lucrative airliner business models. Also realize, that this is good news for Boeing, since it means more sales are still available. There was a very telling article in the Seattle Times on June 24, 2011 titled; "Boeing Didn't 'Lose' in Paris, Analysts Say" - the article stated that;

"Despite Airbus' flood of orders for its re-engineered A320neo, Boeing didn't lose at the Paris Air Show, but it is one data point in a long-term competition. Boeing wasn't actually playing. That's because Boeing has yet to announce whether it will outfit its 737 with new engines or launch a replacement program. The NEO is now the fastest-selling airplane in the history of civil aviation and we don't think it's constructive to overlook this fact."

Okay so, yes, the Airbus 320-NEO sales have broken some speed records for new aircraft sales in a short amount of time right, but the A-320neo's competition is the Boeing 737 which has the all-time record for the most sales of any commercial airliner in human history. In 2009 there were 6,000 plus Boeing 737 aircraft which had been sold and at that time a back-order of 2,000 aircraft. So, yes, it is impressive that Airbus acquired commitments for so many Airbus A-320neo's at the Paris Air Show.

However those commitments, and those which were "actually" ordered still must be built and delivered, and Airbus will be hard-pressed to get that done, just as Boeing is having challenges with its back-orders and cannot build Boeing 737s fast enough, right now at approximately 42-per month. It is not as if Airbus will not be equally challenged if not to a greater degree attempting to fill all those orders and/or commitments.

Further, commitments are not orders and if Airbus falters or cannot keep up with demand then those customers will migrate towards Boeing's competing 737 aircraft. Additionally, Airbus, is competing on price, low-financing rates, and promises of 30% greater fuel economy, which are all lofty promises considering the rise in commodity costs on various components, labor challenges in the EU, and rising interest rates due to global inflation, which will affect the airline buyers.

Still, no one can be absolutely sure that the A-320neo will indeed be as efficient as promised, which means Boeing could make small modifications, or large ones and make up that difference, and those commitments will migrate and those orders could disappear when Airbus cannot deliver on-time, which is common in this industry due to so many factors and issues. Please consider all this.

Aircraft Cabin Interior Design

Aircraft Cabin Interior Design

Aircraft interior design should provide a flawless full service from the project phase to the turnkey option for the completion of the flight environment. Skills, planning and aircraft design creativity are required to satisfy the customer. Building on solid technological experience and a modern hand-crafted approach, products and hand-manufactured supplies must be tested and certified for aeronautical applications.

Aircraft interior designers integrate aesthetic requests, functional needs and creativity, according to the highest professional standards. Exclusivity is an important combination of materials and design. An environment which is unique, elegant and classy needs high value materials and able craftsmen who provide interiors with endurance, safety and pleasure.

14CFR part 25.562

Every aircraft cabin re-configuration, in all types of aircraft (Transport, General Aviation and Rotorcraft), needs to be certified as per the existing Code of Federal Regulation governing that particular type of aircraft. The current practice used to comply with Federal Aviation Regulations (FAR's) related to aircraft cabin seating and aircraft cabin interior design is to conduct full-scale system sled tests.

This approach can be expensive and the test results are sensitive to changes in test conditions, such as the sled pulse, dummy calibration, seat belt elongation, etc., resulting in scatter in the results. With the development of the more robust codes for the analytical tools, it should be possible to successfully capture the test conditions by one of these tools and to obtain results which compare favourably with the actual tests results. Part 25 category of transport aircraft, 14CFR 25.562 states: "Each seat type design which is approved for crew or passenger occupancy during takeoff and landing must successfully complete dynamic tests or be demonstrated by rational analysis based on dynamic tests of a similar type seat, in accordance with each of the following emergency landing conditions" and then the conditions are stated.

When these federal regulations were enacted, the ability of analytical tools was limited and there did not exist enough data to show that certification could be performed using analysis. Is it possible to identify the conditions under which a Part 25 type aircraft could be certified by analysis for compliance with the 14 CFR 25.562 regulation, and also to identify the validation criteria when using analytical tools?

DOE analysis.

The validation criteria for the analytical model can be developed, a full factorial design of experiment DOE analysis can be performed to determine the effect the factors have on the dynamic response of the seat, the dummy and the restraint systems. Factors can be chosen such as the seat cushion type, thickness of the cushion and the rigidity of the seat, the seat set back distance, seat belt type, type of bulkhead and the coefficient of friction of the impact surface.

There is a demand for a new integrated analytical system methodology that would help the aerospace cabin interior designers in developing crashworthy cabin interiors. A graphical user interface would help the cabin interior designers to optimise their design by selecting components that would help in minimizing the
injury criteria. This would reduce the time it takes to design these configurations and would reduce the cost of certification while improving the safety of the flying public.

Airlines brand proposition.

Aircraft interior design must never lose its grip on safety regulations even though aircraft design creativity demands such close attention to the the airlines brand proposition.

Aircraft Composites Repair Decides the Future

Aircraft Composites Repair Decides the Future

The Commercial Aircraft Composites Repair Committee CACRC

It's task groups cover:

Composites repair materials, composites repair Techniques, composites inspection, composites design, Facilities Training, Airline Inspection and composites repair conditions
This work is progressing.

It should be remembered that the CACRC is focused on the current in service problems and so is primarily concerned with thin components, often sandwich constructions (ref for example SAE AE-27, the 'Guide for the design of durable, repairable and maintainable aircraft composites' whose design case studies are mostly sandwich parts). As in service confidence in composites grows, particularly in lightweight sandwich panels or adhesive bonded structures used in aircraft cabin interiors, more composite primary structures are introduced. Today, for example, we find the Airbus vertical fins and horizontal tailplanes of composite as well as the outer wingboxes of Aerospatiale's ATR72s. However this construction is monolithic and generally of a greater thickness than the secondary structures. Experience has shown that these structures are extremely tolerant of in service hazards with the result that any increased unscheduled maintenance costs due to more complex repair processes (compared to metals) are insignificant considering the limited number of occurrences. Nevertheless, efforts must be continued to be made to improve the current repair techniques. There is a different emphasis placed on various aspects of composites between airlines. For example, the more widespread use of composite primary structure is very much encouraged by some, others are more cautious. Some customers will carry out all their composite maintenance in-house, others will outsource it to a third party. Stripping of the paint concerns some, others not and similarly bonded or bolted repair techniques have their supporters.

In service threats to the use of aircraft composites:

As with most industries, commercial operators are subjected to a more and more competitive business environment, one consequence of which is the intensive utilisation of the aircraft themselves to maximise revenue. Aircraft turnaround times of only 30 minutes ensures that risks of impact from aircraft gse ... catering trucks, passenger stairs, service trucks, towing vehicles, passenger buses etc are ever present. Reliability of the product is therefore of paramount importance as any unexpected downtime reflects directly in the profits of the airlines. This has a greater impact than in years gone by, because today, a passenger is easily able to take a flight on a competitor's aircraft. However, maintenance of the aircraft, be it planned or unplanned, is a cost which the operators have to incur in order to keep them in an airworthy condition. It is the OEM's responsibility to understand the working environment of the aircraft so that both the Airworthiness Requirements are met and the maintenance costs of it's products are kept to a minimum. The operator requires a design which is reliable and tolerant of in service threats.

There are many and varied threats to the aircraft in service as they are used in a hostile environment.

Threats under consideration are
a) Impact from tyre debris
b) Impact from engine debris (both large and small)
c) Engine Fire
d) Lightning Strike
e) High Intensity Radio Frequencies
f) Local Heating of Structure from Fuel Pump Dry Running
g) Impact from Birdstrike
h) Hot air impingement from duct burst
i) General impact (hail, dropped tools, 'hangar rash', refuelling nozzles, runway debris etc)
j) General Environmental Effects

Despite evidence showing that thick monolithic laminates are extremely damage tolerant, there will always be the potential requirement for embodying a major repair.

There is very little experience at the airlines of major repairs being carried out on thick composite monolithic structure where, for example, thicknesses may be greater than 1 inch in some areas of an Airbus type wingbox. Whereas thin panels are normally repaired by bonding, this technique will meet with additional difficulties as the structural thickness grows. Scarfing at currently accepted angles will mean that the original damaged area may grow significantly in size and run into adjacent structural features which will complicate the repair process still further. Consistent heat application and consolidation will be difficult unless carried out in multiple lay ups, however, the downtime for completing successive cures may become unacceptably long. Finally the assurance of bondline strength is still a question which is often raised and will have to be answered if applied to wingbox structure which has the additional complication of being exposed to longterm fuel contact. It may be that bolted patches (either composite or otherwise) using metallic type processes are the better method if major repairs are required whereas minor damage can be restored using bonding techniques.

Corrosion at interfaces with metallic components.

Corrosion of metallic structures causes the aircraft industry vast expense in maintenance due to inspection, repair or attempts at it's prevention. Undoubtedly, one of the main advantages of composites is the enormous scope for reduction of this burden, however, there will always be metallic components on the aircraft and the potential for corrosion at the interfaces with carbon must be taken very seriously. There are already many airframes existing which have completed high flight cycles and many years in service without suffering such damage. Adequate protection schemes exist to prevent these problems and careful design and maintenance should be sufficient to realise a significant saving in costs. Particular care must be taken at major interfaces such as an outer to inner wingbox joint and the design should allow reasonable access for inspection.

Stripping for aircraft repainting.

Stripping and repainting is a regular maintenance operation for the airlines either to renew the cosmetic appearance, to change the company logo or due to change of owner. An aircraft is typically repainted every 3 - 5 years although it is quite common for the wings to be done at every other overhaul. Concerns have been raised that this will be more expensive on a composite wingbox as abrasive methods are required rather than chemical stripping. The sophisticated equipment which is required for such abrasive methods (dry ice, wheat starch, water jet, lasers etc) requires a large capital investment which the operators are reluctant to spend.

Chemical stripping risks damaging the composite and is not a practical option at present however research is continuing to develop paints such that the top coat is easily removed by a mild stripper but the primer remains in place. Alternative solutions may be resin with colour pigments or adhesive films which can be renewed without paint removal.

Opinions about carbon composites within the aircraft industry are both positive and negative and are based mainly on components of thin laminates and/or sandwich construction. In order to gain in service experience and hence increase confidence in their performance, they have often been used to replace metallic secondary structures in locations which are vulnerable to impact. Consequently damage occurs on a regular basis (as it would with metallics) and repairs are required. Moisture ingress has caused problems with very thin laminates (typically of 2 plies) however, good design, by specifying a minimum of 3 or 4 plies, should provide the solution. It is recognised that these types of composite parts are more time consuming to repair than their metallic equivalents and so incur higher unplanned maintenance costs. This situation is made worse due to allowable damage limits of composites being conservatively small. These drawbacks have been recognised and the aircraft industry is working together to improve the situation.

When thicker composite monolithic laminates are employed however, in service experience is showing that their tolerance to the in service environment is excellent and if used to manufacture wingboxes, will be protected from the majority of impact sources. Nonetheless, there will always be the infrequent occasion when action is required to repair major damage and the resulting unplanned maintenance cost may indeed be higher than it's metallic equivalent. However, when considering the overall expected reduction in LCCs to be gained by the operators due to advantages in fatigue, corrosion, reduced scheduled inspections and fuel burn(and these advantages are already appreciated by the airlines), we should continue to make positive efforts to realise the potential benefits of composites in large scale applications on commercial aircraft. The importance of LCCs is becoming more appreciated by the industry generally but we are still in the early stages of having the tools available for assessing and monitoring them. Consequently, it is difficult to predict exactly the magnitude of the financial benefits to be gained due to the replacement of a metallic component by a well engineered composite one.

The manufacturers must recognise that their customers will only accept large scale application of composite technology if economical benefits can be demonstrated both on initial purchase price and life cycle costs. This is one of the challenges facing the OEMs at present and it is their task to fulfil the requirement by intelligent design and the correct application of the material.

Aircraft Air Tools You Might Want to Buy

Aircraft Air Tools You Might Want to Buy

When you own a plane or even if you just rent one you will want to have some tools on hand. You'll want to invest in these aircraft air tools because they'll allow you to take care of issues on the aircraft with ease. Whether you need the tools while you are in flight, during an emergency landing, or just for normal maintenance it will be nice to know that you have the tools that you need to get the job done.

When you start looking at all of the tools that you could buy for your aircraft you'll be overwhelmed with all of the options. You might think that you have to spend as much on tools as you do on the plane, but this isn't necessarily true. There are probably only a couple tools that you really need to purchase and have on board whenever possible.

One of the things that you will want to purchase is a jack. Aircraft jacks come in different shapes and sizes and you'll need to shop around for the one that appeals to you the most and also the one that will work on you particular aircraft. You can get something really simple or you can get something with a lot of bells and whistles, just like a jack that you would buy for your car. A jack is a good tool to have on board because it will allow you to make necessary repairs to tires and wheels if necessary.

Of course one of the things that you will definitely want to purchase when you fly planes is an aircraft drill. Most aircraft that are flown commercially always have one on board and that is because you never know what you might need them for. You should definitely be sure that you have one because you may need it to assist you in a lot of different ways. You may never have to use it, but chances are that it will come in really handy when you least expect it.

Many people think about all of the accessories they can buy when they fly a plane such as the right communication devices, headsets, and the like but the fact of the matter is that you should also consider what tools you will buy. You'll find that the tools really will make a big difference when you do need to make repairs and you'll also find that there is a lot of comfort in having the tools on hand, even if you don't need them. Before buying make sure that you shop around for the right tools for you and your aircraft. You don't have to spend a fortune, but if you want all of the bells and whistles you can spend it in a hurry!

Sunday, February 26, 2012

Aircraft Dispatcher Training

Aircraft Dispatcher Training

To work as an aircraft dispatcher requires successful completion of about 200 hours of aircraft dispatcher training, and an ability to pass the FAA Oral/Practical Exam and the FAA Aircraft Dispatcher Computer Knowledge Exam to become licensed. Schools that provide FAA-approved training in aircraft dispatching are qualified to teach you everything you need to become an active airline dispatcher.

If working in the field of aviation is your dream job, you could complete your aircraft dispatcher training in just a few weeks! Once you are an FAA-certified aircraft dispatcher (also known as an airline dispatcher), your workday will be spent in a vital role, communicating and interacting with pilots and other airline personnel, and keeping air traffic flowing smoothly. Your dream job begins with the right school.

Generally, aircraft dispatcher training requires you to learn the same fundamentals as a private pilot. Your aircraft dispatcher course will include instruction in FAA regulations, aircraft theory, communications, air traffic control, meteorology, aeronautics, and practical dispatching. As an active airline dispatcher, you will be required to take an additional 20 hours minimum of annual recurrent training to maintain proficiency.

Aircraft dispatcher schools are often willing to help students locate financial assistance when they are ready to enroll. Upon completion of aircraft dispatch training, and successfully passing FAA exams and licensing requirements, your school may also provide placement assistance to help you get established in your new profession.

In short, some good training in aircraft dispatch could greatly improve your employment outlook, so why not find out more today? Take a moment and submit a request to appropriate schools on our website; you will soon receive all the information you need to make the right decision for a new and exciting career.

DISCLAIMER: Above is a GENERAL OVERVIEW and may or may not reflect specific practices, courses and/or services associated with ANY ONE particular school(s) that is or is not advertised on SchoolsGalore.com.

Copyright 2007 - All rights reserved by Media Positive Communications, Inc.

Notice: Publishers are free to use this article on an ezine or website, provided the article is reprinted in its entirety, including copyright and disclaimer, and ALL links remain intact and active.

A List Of The World's Best Modern Fighter Jet Plane In 2011

A List Of The World's Best Modern Fighter Jet Plane In 2011

A fighter jet plane is a military jet plane configured mainly for air-to-air fight with other jet plane, as contrary to a bomber, which is configured mainly to approach ground targets by firing bombs. Fighters are fast, small and maneuverable. Several fighters have secondary ground-attack abilities, and a few are dual-rolled as fighter-bombers; the term "fighter" is also sometimes used conversationally for devoted ground-attack aircraft. Fighter jet planes are the basic means by which armed forces acquire air superiority over their opponents in combat.

Modern Fighter Jet Planes:
Modern fighter jet planes are predominantly powered by one or two turbojet engines, and are furnished with radar as the basic technique of target acquisition. Armament consists primarily of air-to-air missiles with cannon as backup armament (usually between 20 to 30 mm in gauge); however, they can also often employ air-to-ground missile, as well as guided and unguided bombs.

List of main fighter jet planes currently being used by several armed forces is shown below;
EF 2000 Typhoon
F-117A Night Hawk
F-15C Eagle
F-16C Falcon
F-18E Super Homet
F 22A Raptor
Harrier GR9
Mirage 2000-5
SU 27 Flanker
Tornado ADV Mk3

The Lockheed Martin F-22A Raptor is fast, has a long range, and is more maneuverable than any other jet in the sky.

The World's Best Modern Fighter Jet Plane

The F-22A Raptor is a fifth generation modern fighter jet plane which employs stealth technology of fourth generation. It was earlier projected as an air superiority fighter for use against the Soviet Air Force, but is furnished for electronic warfare, signals intelligence roles and ground attack as well.

Features

First view/first kill in all surroundings- A combination of improved sensor capability, improved situational awareness and improved weapons allows first-kill chance against the threat. The F-22 owns the advanced suit of sensors that allow pilot to chase, identify, and hit the threat before it finds the F-22. Important effort is being put on cockpit figure and avionics fusion to improve the pilot's situational knowledge. Sophisticated avionic technologies provide the F-22 sensors to accumulate merge and display necessary data in the most valuable format to the pilot.

Decreased observables- Progresses in less-observable technologies allow importantly improve lethality and survivability against ground to air and air to air threats. The combination of F-22's decreased observability and supercruise emphasis the advantage of surprise in tactical surroundings.

Ultrasonic persistence- Especially in the military (non-afterburner) power, the F-22 engines create more drive than any current modern fighter engine. This feature provides the F-22 to expeditiously cruise at ultrasonic airspeeds without utilizing afterburner (supercruise). This ability greatly booms the F-22's controlling envelope in both range and speed over current modern fighters jet planes which must use afterburner to control at ultrasonic speeds.

Expanded maneuverability- The F-22 has been broadly tested, refined and designed aerodynamically on the demonstration and validation process and paired with high-maneuver capability. The advanced F-22 aerofigure and high thrust to weight allows the capacity to outmaneuver all projected and current threat aircraft.

Improved battle radius on interior fuel- To check the F-22 allows air superiority for rich-interdiction aircraft, it functions at medium and high elevation at ranges superior to modern generation air superiority aircraft.

Increased survivability and lethality- The above features provide an interactive effect that assures F-22 casualty against sophisticated air threat. The combination of supercruise drastically and reduced observability shrivels ground-to-air combat and downplays threat potentialities to occupy and hit the F-22.

Air to ground ability- The F-22 has another purpose to attack ground targets. The fighter jet will use on-board avionics for navigation and weapons delivery support and will be able to bearing 2 x 1,000 lbs Joint Direct Attack Munitions (JDAMs) inwardly.

A123 Battery Cells For Your Radio Control Model Airplane

A123 Battery Cells For Your Radio Control Model Airplane

Electric model airplanes have been around for roughly three decades. A huge problem in the early days was battery energy density. In other words, they simply weighed too much for the amount of juice you could get out of them. This situation has improved dramatically in recent years with the advent of Li-Poly cells, but a battery pack for a larger model can easily cost hundreds of dollars. The advent of electric cars, such as the Toyota Prius has spurred an enormous amount of research into new battery technologies. In this article, I will describe an alternative to Li-Poly batteries that offers intriguing possibilities.

A123 Systems produces Lithium-Ion Nanophosphate cells. These cells have a nominal voltage of 3.3 volts and can withstand continuous discharge rates of 30C. They can be safely discharged down to 2.0 volts. The voltage remains fairly constant through the discharge cycle, but they do have a sharp drop-off at the end. Expect 300 cycles before you notice any reduction in capacity while at 1,000 cycles you'll have 75% of the original capacity. They are very safe. Overcharging or over discharging will not cause an explosion and will have little effect on the life of the battery. Balancing the cells when they are charged is still a good idea, but not absolutely required. They can be charged immediately after use in 15 minutes.

The cells are available in two sizes. The original M1 cell has a capacity of 2.3 Ah and weighs 70 grams (2.47 oz). A newer, smaller size can hold 1.1 Ah and weighs 40 grams (1.41 oz).

The primary source for A123 M1 cells has been DeWalt 36-volt portable power-tool battery packs. Each pack contains 10cells. I purchased two of these for $100 each through Ebay. The prices appear to have gone up recently to the $120-$130 range. Single cells can also be purchased online for $15 from a growing variety of vendors. You can find two of the smaller cells in a Black & Decker VPX battery pack which sells for about $15. The smaller cells can also be had for $12.50 each.

There are many Li-Poly chargers that support or can be modified to support the charging of these A123 cells. Because of the sharp voltage drop-off when discharged, you are probably better off using a timer when you fly. Otherwise you need your ESC to shut off the motor when 2.0 volts per cell is reached.

Bottom line? These cells give you 70% the energy density of Li-Polys for about 45% of the price. For many of us, that is a good trade-off. They are extremely safe and can be charged in 15 minutes. If you end up buying half as many battery packs because of the shorter charge time, then they become a much better value.

Saturday, February 25, 2012

Air Charter and Wet Lease Aircraft Leasing

Air Charter and Wet Lease Aircraft Leasing

The final chapter in the Airbus A310 story. The production line remains technically open but the aircraft has been largely superseded, such is the march of progress. The final manoeuvres are sad and on the wrong side of profitability.

Cameroon Airlines wet lease an A310-300 from Air Plus Comet in November 1997. It had planned to use it throughout the winter season until the following March, but returned the aircraft on 5 December. On the other side of the African continent, a restructured Air Djibouti began operations with a leased A310-200 on 25 July 1998, serving its main links between Djibouti and Addis Ababa, Cairo, Dar-es-Salaam, Dubai, Jeddah, Johannesburg, Karachi, Khartoum, Mogadishu, Mombasa, Muscat, Nairobi and Rome. The aircraft was returned to Airbus Industrie Financial Services in February 1999.

Egyptian start-up Heliopolis Airlines operated an A310-200 from Airbus Industrie Financial Services in October 1997, but a fall-off in tourist traffic hit the airline hard and the Airbus was repossessed on 30 June 1998. Tunis Air, already an A300 operator, leased an A310-300 from Royal Jordanian between 30 August and 30 September 1991.

Qatar Airways, formed in direct competition with its own national airline Gulf Air, began operations on 20 January 1994, initially using a single ex-Kuwait Airways Pratt & Whitney powered A310-200 leased from the manufacturer. A second ex-Kuwait Airways model followed in June 1994. A network was established linking Qatar's capital Doha with London and several destinations in East Africa and the Indian subcontinent. As services grew, the airline needed larger aircraft and the A310s were returned in February and May 1995. Another local carrier Oman Air has revamped its operations with two exSwissair A310-300s, which entered service in April 1999 on longer sectors from Muscat to the Indian sub-continent. New services to southern Europe and East Africa are being planned.

Luxembourg-based newcomer Solid'air was due to begin operations in spring 1999 with two A310-300s, configured for 232 passengers in a two-class cabin of 28 business and 204 economy seats. Both aircraft are on lease from Lufthansa for a period of five years for planned charter services from Luxembourg to Orlando and Fort Lauderdale in Florida, and to the Bahamas and Dominican Republic. Other Central American and Caribbean destinations will be added.

Airbus built a total of 261 of these aircraft over a 15 year period.

Aerospace Aluminium Alloys in Aircraft Skins

Aerospace Aluminium Alloys in Aircraft Skins

High strength aluminium alloys.

The origin of aluminium alloys in aircraft construction started with the first practical all-metal aircraft in 1915 made by Junkers in Germany, of materials said to be `iron and steel'. Steel presented the advantages of a high modulus of elasticity, high proof stress and high tensile strength. Unfortunately these were accompanied by a high specific gravity, almost three times that of the aluminium alloys and about ten times that of plywood. Aircraft designers during the 1930s were therefore forced to use steel in its thinnest forms. To ensure stability against buckling of the thin plate, intricate shapes for spar sections were devised.

In 1909 Alfred Wilm, in Germany, accidentally discovered that an aluminium alloy containing 3.5 per cent copper, 0.5 per cent magnesium and silicon and iron, as unintended impurities, spontaneously hardened after quenching from about 480°C. The patent rights of this material were acquired by Durener Metallwerke who marketed the alloy under the name Duralumin. For half a century this alloy has been used in the wrought heat-treated, naturally aged condition. The improvements in these properties produced by artificial ageing at a raised temperature of, for example, 175°C, were not exploited in the aircraft industry until about 1934.

In addition to the development of duralumin (first used as a main structural material by Junkers in 1917) three other causes contributed to the replacement of steel by aluminium alloys. These were a better understanding of the process of heat treatment, the introduction of extrusions in a wide range of sections and the use of pure aluminium cladding to provide greater resistance to corrosion. By 1938, three groups of aluminium alloys dominated the field of aircraft construction and, in fact, they retain their importance to the present day. The groups are separated by virtue of their chemical composition, to which they owe their capacity for strengthening under heat treatment.

The first group is contained under the general name duralumin having a typical composition of: 4 per cent copper, 0.5 per cent magnesium, 0.5 per cent manganese, 0.3 per cent silicon, 0.2 per cent iron, with the remainder aluminium. The naturally aged version was covered by Air Ministry Specification DTD 18 issued in 1924, while artificially aged duralumin came under Specification DTD 111 in 1929. DTD 111 provided for slight reductions in 0.1 per cent proof stress and tensile strength.

The second group of aluminium alloys differs from duralumin chiefly by the introduction of 1 to 2 per cent of nickel, a high content of magnesium and possible variations in the amounts of copper, silicon and iron. `Y' alloy, the oldest member of the group, has a typical composition of. 4 per cent copper, 2 per cent nickel, 1.5 cent magnesium, the remainder being aluminium and was covered by Specification DTD 58A issued in 1927. Its most important property was its retention of strength at high temperatures, which meant that it was a particularly suitable material for aero engine pistons. Its use in airframe construction has been of a limited nature only. Research by Rolls-Royce and development by High Duty Alloys Ltd produced the `RR' series of alloys. Based on Y alloy, the RR alloys had some of the nickel replaced by iron and the copper reduced. One of the earliest of these alloys, RR56 had approximately half of the 2 per cent nickel replaced by iron, the copper content reduced from 4 to 2 per cent, and was used for forgings and extrusions in aero engines and airframes.

The third and latest group depends upon the inclusion of zinc and magnesium and their high strength. Covered by Specification DTD 363 issued in 1937, these alloys had a nominal composition: 2.5 per cent copper, 5 per cent zinc, 3 per cent magnesium and up to 1 per cent nickel. In modern versions of this alloy nickel has been eliminated and provision made for the addition of chromium and further amounts of manganese.

Aircraft structural aluminium.

Of the three basic structural materials, namely wood, steel and aluminium alloy, only wood is no longer of significance except in laminates for non-structural bulkheads, floorings and furnishings. Most modern aircraft still rely on modified forms of the high strength aerospace aluminium alloys which were introduced during the early part of the 20th century. Steels are used where high strength, high stiffness and wear resistance are required. Other materials, such as titanium and fibre-reinforced composites first used about 1950, are finding expanding uses in airframe construction.

Aircraft Back Up Avionics Power in Case of Lightning Strike

Aircraft Back Up Avionics Power in Case of Lightning Strike

During inclement weather aviation becomes much more serious. When you are flying in bad weather you must rely on your instruments instead of looking outside. During intensive storms it is possible to be hit with lightning, which could instantly fry all your electronic equipment. If you cannot see and have no instruments you could easily become disoriented and feel the effects of vertigo.

So many of these new instruments are flat panel displays with LED panels. Therefore the instrument panel containing the essentials could be run off the rumble of the engine and the bumpy-ness of the air from the bad weather. By using the vibrational energy from the aircraft's engine and harmonic resonance we can save the energy from the alternator and thus save fuel.

In an emergency we could additionally use the bumpy air to power up the landing lights. These energy needs would work using electromagnetic induction technology to charge a capacitor instead of the headlights working off a battery or alternator. Currently there are some nifty micro-flashlights being used which you can buy which use a similar technique and are available thanks to the Everlite Flashlight technology research lab. These smaller flashlights work by shaking them for about thirty seconds and shine for about 6 minutes and they shine quite bright since they use a very bright LED light. Here is a link to this home use flashlight:

http://www.modernoutpost.com/gear/details/ee_shakelight.html

Here is a quick movie you can watch online to see how this technology works.

http://www.modernoutpost.com/gear/movies/ee_forever.MPG

I propose we use the engine rumble and bumpy air light the aircraft interior lights in the cockpit and the landing lights in emergencies. Additionally the LED instruments in case of lightning strikes and at minimum the artificial HSI. Generally you have to wait thirty seconds for the aircraft engine's oil pressure to come up and you would be going through your checklist anyway. This does not mean that the aircraft strobes, cockpit or landing lights would not be hooked up to the regular system, only that you would not be asking for any juice, thus the alternator does not have as much drag on the engine and saves fuel consumption. Once the engine comes up to oil pressure the aircraft can then taxi out and each bump in the taxiway keeps the lights running and once airborne the air buffets would do the same. If they get too dim from too smooth taxiway, yah, we wish, then the system would revert back to the battery or normal system. Perhaps this is a good way to save fuel and potentially save lives? Think on this.

Aircraft Cleaning and Washing Basics - The Do's and Don'ts of Air Craft Wash Procedures

Aircraft Cleaning and Washing Basics - The Do's and Don'ts of Air Craft Wash Procedures

If you are in the aerospace industry and have been laid off, then you might consider starting your own business and perhaps you want to start a business that has to do with aircraft cleaning. Aircraft washing can be a very rewarding business and if you do it right, you could in fact, make some money at it.

Of course, like any business it is not that easy. So, let's discuss some of the issues you will need to address. In the short interview below you will hear the words of an expert aircraft washer, so let's begin; what questions do you have?

For starters, I was wanting to know the basic do's & don'ts of aircraft washing?

Well, I'd recommend you call Jet Stream Products in Dallas, as they have manuals and training and they also sell supplies, soaps, and equipment as well. When learning how to wash and clean airplanes, there are many things that are quite different than the cleaning of other objects like cars and trucks for instance.

What about actual washing or spraying of aircraft; for example, not spraying directly on the aircraft windows?

If the pressure is low it's not such a big deal, but most of the little aircraft do leak. Under no circumstances should you use 180 degree steam cleaner settings on Plexiglas side windows of small private little aircraft.

Is this for all aircraft, or just pressurized cabins?

These are entirely, two different animals. Little Cessna's and Piper's leak around the windows, and there is nothing worse than getting water and moisture inside of an aircraft, it stinks them up pretty badly. Pressurized aircraft do not leak, but that does not mean you want to go full pressure on the windows to get them to leak either. Also the more high performance the front windscreens are no longer Plexiglas, so it's more like a car.

Friday, February 24, 2012

2012 Trends in General Aviation

2012 Trends in General Aviation

General aviation has sure been a tough row to hoe in the last good many years. Nevertheless things are not looking so bad moving forward. It looks as if China will open their general aviation market meaning wealthy Chinese will own private business jets, and light aircraft. That's good news for US aircraft manufacturers, but it also means that China will be breaking into the general aviation manufacturing sector, which has typically been owned by US companies. That will change the global dynamics of this sector.

Business jets are finally making a comeback, after being maligned by the Obama Administration, and the class warfare issues which currently are pervasive throughout our society. The costs to operate aircraft today are an incredible challenge for general aviation, thus, things like lighter materials, better aerodynamic designs, and more efficient electronics will be in demand to help in overcoming those challenges. Many of the new carbon composite advances in the airline sector and the military sector are now making their way into general aviation.

This also means lighter and more efficient aircraft with better performance, safety, and fuel economy. One trend which has some folks on edge is the prospect of more autonomous aircraft flying around in the same airspace posing a safety risk for general aviation aircraft. In fact these dangers may cause the Federal Aviation Administration to require all small light aircraft of any size to have special electronics for positioning data at all times. In some regards this takes away the freedom in general aviation, but it also introduces safety features which may come forth allowing for the future flying cars.

Another challenge is that with GPS systems, especially those devices on the lower end. The interference of devices made by light squared for mobile communication are a real issue now in debate. This "could" or "might" also cause safety risks, and it has the general aviation sector up in arms, as well they should. Some say these challenges are blown out of proportion, but we have to wait and see.

There have been some concepts floated in Congress about establishing taxes for each flight, if those are imposed as stated it would have a dire effect on general aviation overall. We don't know if that legislation will move forward, but perhaps not.

The very light jet market seems to have had a bubble burst in its early lifecycle just as it was getting off the ground, but you can expect in the future that this sector will be moving along at a more practical growth rate. Well, that's all for now, however you might wish to subscribe to my articles so that you don't miss future trends as they occur. Indeed I hope you will please consider all this and think on it.

Aerotrek: One of the Best Light Sport Aircraft Around

Aerotrek: One of the Best Light Sport Aircraft Around

First-time aircraft fliers might be surprised when they find out that there are several types of light sport aircraft available. The Aerotrek, for instance is a good example of a light sport aircraft. It is a aircraft that is listed under the Federal Aviation Administration's existing certified models.

The Aerotrek has two specific types, which is a tricycle gear known as the Aerotrek A240, and the previously known Eurofox tail dragger Aerotrek A220. While the other models of light sport aircraft are admirably more advantageous than most airplane types, the Aerotrek has several advantages that make them a favorable choice for neophyte fliers.

One major advantage is this aircraft's folding wings, which is fit for those who took sport pilot training. Storage for an aircraft can take a lot of space, but what if there was a type of plane that can be stored neatly in a smaller space than what is necessarily required? This is what the Aerotrek tries to solve, with its easy-to-fold wings. This space-saving factor even allows the owner to transport this aircraft, which is a feature that is unique only to Aerotrek.

The Aerotrek also has high wings, which allows for easy entry. Aerotrek wings are also made of aluminum with composite edges, wingtips, and flaperons. Repair time and inspection is minimized with the wings because there are no complicated components hidden inside.

Another advantage of the sport pilot aircraft Aerotrek is that one can get them at a very affordable price. These aircraft are usually less than $70,000, and that already has accompanying insurance.

Aerotrek planes used in private pilot instruction also have a great and roomy cockpit that allows for good visibility, easy entry, and plush seats to make your trip a lot better and comfortable. Aerotrek also has a cock-pit controlled oil cooler flap, which will allow you to keep operating the engine smoothly even at colder temperatures.

With an Aerotrek, you can also experience easy take-offs and landings, thanks to the wide landing device that keeps take-offs, taxiing, and landing for Aerotreks. The strength and durability of Aerotrek planes have been tried, tested, and found to be completely of good quality. This is because the aircraft has a chrome-steel fuselage, and uses a durable U.S. aircraft fabric for easy repair.

For those who want to enjoy the light sport aircraft in other ways, such as admiring the view, the Aerotrek can fly even with the doors opened during flights, as long as you are flying at low airspeeds. With the doors off, you can easily take photos of the good view or enjoy fresh air as you cruise on the air.

Airbus A380 - One of the Biggest Airplanes in the World

Airbus A380 - One of the Biggest Airplanes in the World

Airbus A380 is the largest passenger plane in the series and the first large-capacity aircraft with two full bridges for passengers. The plane is cvadrimotor and provides long-courier flights of up to 15,200 km. Each deck has two corridor, is certified for operations up to 880 passengers (typically will carry between 420 and 620). The first company operating this model is Singapore Airlines.

The plane was built to ensure high-capacity flights on major routes between major nodes (and very congested) of major airlines. Covers a market niche, most airlines have no need for such a large capacity for their services. In early'90, there were 3 studies for such a project, one of Boeing product called VLCT, one product called McDonnell Douglas MD-12 and Airbus A3XX product. Due to market very low, which could not sustain more than one manufacturer, but also because of the Asian crisis of 1997 others have been withdrawn (and McDonnell Douglas being acquired by Boeing), Airbus remains the only manufacturer on the market.

The model chosen by noting the existence of two overlapping floors, and was named A380 (8 is a lucky number in Asia but representing the two floors and overlapping). Until the first flight, which took place on 18 January 2005, the development of the aircraft cost 11 billion euros.

After the first flight, however, production was hit by numerous difficulties, which led to the postponement of delivery plane over two years because of problems related to aircraft cabling (which were due to the use of two incompatible versions of software), weight problems, the wings didn't pass the resistance test and the problems generated by suppliers. Thus, There were three delays, the first aircraft to be delivered from early 2006, was delivered to only 15 in September 2007 by Singapore Airlines, making the first race on the Singapore-Sydney route.

The plane was thought to carry 555 passengers in a 3-class configuration or 853 in a configuration with a single class. The structures were designed to be used on a cargo version, and a longer version (A380-900) (which, if they were produced, would carry up to 960 passengers). Provide a capacity of 100 places higher than the nearest plane that size - Boeing 747. It is the largest aircraft manufactured in series, the only plane bigger than Airbus, was Antonov An-225, but that was produced in a single copy.

Cabin command receiving digital instrumentation with 6 LCD displays and systems fly-by-wire, control through a joystick. It provides a multifunctional display system for scheduling flights, with keyboard and mouse. The plane is also very advanced, it has a modular integrated data networks based on an adapted version of standard Ethernet.

It offers two engines, a Rolls-Royce Trent 900, respectively Alliance GP7200 engines, offering both low noise level of operations for Heathrow Airport in London.

25% of the aircraft is made of composite materials such as carbon fiber. Use of aluminum and alloys that can be welded, eliminating the need to use rivets.

In order to provide a passenger cabin equipped with LEDs, and an area greater than for other planes. If the initial proposed equipment cabin with restaurants, casinos, and even swimming pools, these proposals were abandoned for the sake financial. It is possible, however, equipping some of these planes with bars or showers, especially for first Class.

The standard seats for first class and business class will be offered at the front of the plane, the upper floor (although some airlines want to develop this area to the lower floor). For economic class the plane will offer a configuration with 10 seats in the lower floor (typically 3 +4 +3) and 8 seats in the upper floor (2 +4 +2 or 3 +3 +2).

Although the plane fits the standard gate, airports have been forced to make large investments in infrastructure such as widening the track because of huge wings, reinforcement of bridges (where available) , the purchase of tractors able to pull the tremendous weight of the plane, adaptation door for the loading of 500-800 passengers.

The plane has 165 orders and 42 options. To be profitable, director of Airbus has estimated that with the delays, the plane needs a minimum of 420 orders, but that Airbus hopes to sell at least 700 such planes in the coming 25 years. There are 14 buyers, of which the largest is the Emirates with 55 orders. List price is between 296 and 316 million U.S. dollars, but in general offered discounts of between 15 and 50%, according to tradition in the field.

Currently only one model is offered the passenger A380-800. In the past, a cargo model has been offered for courier operations, but delays have led to massive cancellation of the two orders taken, and putting the project on the dead line (it was delayed by 10 years).

10 Attractions to See When Visiting Arizona

10 Attractions to See When Visiting Arizona

Arizona, which is a southwestern state is well-known for its desert landscapes including the Grand Canyon, but more northern parts of the state are covered with pine-covered hills and mountains.

Apart from its natural landscapes, there are many exciting places to visit in the state, including:

1. FBR Open (in Scottsdale): A nationally televised golf tournament that takes place at the Tournament Players Club at Scottsdale in late January each year.

2. Grand Canyon: What can be said? One of the wonders of the natural world, the Grand Canyon is a spectacular deep natural gorge carved by the Colorado River.

3. Hall of Flame (in Phoenix): A museum dedicated to the history of firefighting.

4. London Bridge (in Lake Havasu City): This bridge once carried traffic over the River Thames in London, England. The bridge was purchased by developer Robert McCulloch, who relocated it to Arizona.

5. Mission San Xavier del Bac (South of Tucson): A historic Spanish mission that dates back to the early 18th century.

6. Mystery Castle (in South Mountain Park in Phoenix): A strange sprawling castle built from a wide range of materials including stone, adobe, rail tracks and even automobile parts.

7. Old Tucson Studio (in Tucson): A historic movie studio that was used in making many famous Western movies and TV shows (including Little House on the Praire). The studio now contains theme park attractions such as rides, tours, and entertainments such as staged gunfights.

8. Pima Air & Space Museum (in Tucson): The largest non-government funded aerospace museum in the world with a collection of over 250 aircraft including 75 aircraft on display. From the museum you can also take a bus tour to the nearby Aerospace Maintenance and Regeneration Center (AMARC) which is home to over 4,000 mothballed aircraft.

9. Titan Missile Museum (South of Tucson): Displays a Cold War era Titan missile facility that was active from 1963 to 1984.

10. Tucson Rodeo (in Tucson): An annual event held each February incorporating rodeo sports and a large rodeo parade.

Thursday, February 23, 2012

What Were The Best World War 2 Airplanes?

What Were The Best World War 2 Airplanes?

The World War II proved to be a stepping stone for the supremacy of airplanes over that of tanks and battleship. Airplanes during this period were responsible for providing support to war tactics and ground combat support.

During this era, we have seen airplanes ranging from jet planes to the heavy bombers emerge in the war scene. Described below are some of the best World War II aircraft that created an impact in the war through their supreme role.

The P-51 Mustang was one of the fastest piston engines fighters that could fly higher than any other airplane. Infact, it is said that nearly 5 pilots earned the name "Aces" after killing enemies flying this plane.

The Focke Wulf or fw-190 was considered to be one of the best fighter-bomber and anti- tank aircraft. This fighter apparently inflicted a lot of damage to the Allied bombers that flew over Europe. The acclaimed pilot Oberleutnant Otto Kittel had most of his 267 kills in a fw-190, which commemorated him as one of the best "Ace" in the war.

The Supermarine Spitfire is one of the finest fighter jets of all time. This fighter was famous for its battles with the German Messerschmitt Bf-109 which forced the later to fly low in the dogfight which is a disadvantage to a bf-109. This plane also had the capability to provide services as a fighter bomber and carrier based fighter.

The Messerschmitt Bf-109 was an excellent fighter jet that ruled the skies at a high altitude. Though in the same group as the Spitfire, this fighter had a tough time against its rival and was forced to fly at a low altitude- something that it struggled to do. Inspite of this, the Bf-109 goes down in history as one of the greatest fighters in the history of warfare.

The Mitsubishi A6M Zero was considered to be one of the most inferior fighters during its initiation. However, the agility, firepower and maneuverability of this aircraft made it one of the leading jets until the arrival of the F6F Hellicat.

The Ilyushin-2 Shturmovik was again an amazing anti- tank aircraft having the distinction of destroying over more enemy tanks than any other fighter. The best of this fighter was that it was heavily armored and was the fastest ground attack aircraft. The airplane was very popular amongst enemies as well and proof of this was that over 36,000 fighters were produced during this period which in itself is a record.

These fighter aircraft have a special place in the history of aviation history through their superb performance in respective roles.

Aircraft Display Systems: Ensuring Flight Precision and Safety

Aircraft Display Systems: Ensuring Flight Precision and Safety

It is always been a challenge to pilots to make every plane ride as safe as possible, especially during instances when there are visual obstructions. However, because of advanced automotive engineering, pilots can fly planes safely despite different blockages in the clearance. With the invention of different display systems such as the Enhanced Flight Visual System (EFVS), Head-up display (HUD), and Primary Flight Display (PFD) aircraft can be operated with ease any time of the day despite harsh weather conditions.

The aforementioned electronic display systems are used to achieve flight precision when there is low visibility. Enhanced flight vision systems are used when the plane is operated during night time. They have night vision capabilities that display images of the terrain when there is minimal light. Enhanced vision systems are also handy when thick clouds obstruct the pilot's view. They have image sensors such as infrared and thermal imaging sensors.

For a more natural view of the topography, Head-up display system is used. It allows transparent view of the site, so pilots need not take their eyes off the windscreen to look at electronic display systems below. It displays graphics, flight information, and radar data that guide pilots for safe navigation of the aircraft mid-air. It also uses LED technology for a clearer view of the field. This has been used for military and corporate airline transports for several years, but commercial airlines also use this for better and easier navigation.

Synthetic Vision Systems (SVS) also help in providing better field vision for pilots by displaying computer generated images, images that help pilots understand their flying environment. The SVS now includes liquid crystal display and global positioning system to see the terrain better. With its well-connected printed circuit boards and high-technology computer imaging, 3D data can be displayed.

The field of aviation uses combined display systems to enhance the aircraft's vision systems during in-flight. Printed circuit board manufacturers, electronic engineers, and flight vision experts work hand in hand in fusing different display systems.

Using these imaging systems provides a lot of operational benefits. In the airline industry, airline companies are able to offer more international flights as their planes have display systems that allow pilots to have a clear view of the topography even when there are visual obstructions. With their complex printed circuit boards and high-tech electronics engineering, planes can be operated with precision, safety, and convenience. This technology is, indeed, beneficial in ensuring that pilots and passengers will be taken to destinations safely.

Aircraft Hydraulic Accumulators

Aircraft Hydraulic Accumulators

Aerospace hydraulic accumulators.

Aircraft hydraulic accumulators are components in hydraulic systems that allow a noncompressible fluid, such as oil, to be stored under pressure. An accumulator has two compartments separated by a flexible or movable partition such as a diaphragm, bladder, or piston. One compartment contains compressed air or nitrogen, and the other is connected into the source of hydraulic pressure.

Aircraft strut servicing equipment.

When oil is pumped into the accumulator, portable charging units or PCUs are used. The partition moves over and increases the pressure of the air. This air pushing against the partition holds pressure on the oil. Hydraulic accumulators in an aircraft hydraulic system act as shock absorbers and provide a source of additional hydraulic power when heavy demands are placed on the system. The maintenance equipment is known generally as aircraft strut servicing equipment.

Accumulator air preload refers to the charge of compressed air or nitrogen in one side of an accumulator. The air preload is normally about one third of the system hydraulic pressure and there is good market for low pressure strut charging kits. When fluid is pumped into the oil side of the accumulator, the air is further compressed, and the air pressure and the fluid pressure become the same. If the air preload pressure is too low, there will be almost no time between the regulator reaching its kick-in and kick-out pressures, and the system will cycle far more frequently than it should. If there is no air pressure gauge on the accumulator, the amount of air preload may be found by watching the hydraulic system pressure gauge as the pressure is slowly bled off the system. The pressure will drop slowly, until a point is reached at which it drops suddenly. This point is the air preload pressure.

Strut/accumulator inflate/deflate tools will now allow aircraft service personnel to achieve accurate setting of aircraft strut pressures. Accurate settings will ensure smoother take-off and landings are achieved and will minimise both aircraft and tyre damage.

Hydraulic equipment repair and pnematic equipment repair.

Hydraulic systems need to generally to be maintained, serviced, and adjusted in accordance with:manufacturers' maintenance manuals and permanent component maintenance manuals. Hydraulic lines and fittings should be carefully inspected at regular intervals to insure airworthiness. Any evidence of fluid loss or leaks, loose anchorages, scratches, kinks, or other damage should be scrupulously managed, replaced or repaired. The role of the military or civil ground support equipment custom designer should not be underestimated.

Wednesday, February 22, 2012

5 Reasons You Want to Be a Marine Corps Pilot

5 Reasons You Want to Be a Marine Corps Pilot

There are many reasons why you should become a Marine Corps pilot. In fact there are more reasons than I could reasonably expect to list in this article so I'll give you a few that are usually high on everyone's list.

1. Being A Marine- The Marine Corps has a reputation that precedes it. The Corps also has a long and proud history beginning with its founding at Tun Tavern, in Philadelphia, PA. Marine aviation also has a long history beginning with the first marine aviator, 1st LT Alfred A. Cunningham, and continuing with the men and women flying today.

2. Travel- Being an expeditionary force...there is always a Marine presence just off the coast of potential trouble spots. Marines pilots deploy aboard navy ships and they can also operate from shore bases. This gives the Corps flexibility when planning missions.

3. The Osprey- The MV-22 Tilt Rotor is the Marine Corps newest aircraft. It is neither an airplane or a helicopter. It's classified as a powered lift aircraft which means its able to take off and land vertically (like a helicopter), but when in cruise flight it behaves like an airplane. The Osprey has many advantages over the helicopter it's replacing as well as other helicopters in general. The Osprey can fly twice as fast, cruise at altitudes as high as 25,000 ft, and has a range six times that of the helicopter its replacing.

4. They Pay You- Believe it or not, the Marine Corps will actually pay you to fly their aircraft. In fact, the pay is quite good. Additionally you'll receive 30 paid vacation days per year.

5. Being part of the Team- You'll receive much satisfaction knowing that you're part of the Marine Corps Air-Ground Team.

Aerospace CAD - CAM Design

Aerospace CAD - CAM Design

The Aerospace, Aircraft and Airline industries face enormous challenges: mission critical products, limited physical prototyping, complex engineering, and widespread loss of engineering knowledge as experts retire, amongst others.

3d CAD/CAM design software has been a trusted partner to aerospace for the last 50 years. Benefits are clear when it comes to accurately and reliably simulating large, complex, dynamic systems that are mission critical, sharing the expertise of engineering staff.

In the sphere of aircraft interior models, aerospace CAD/CAM design simulates composites modelling, failure analysis and materials management. Applications are as diverse as prototype seat foams composite component models.

Growing demands and PQR (Price, Quality & Response time) objectives, mean OEMs have to augment capacity on design and engineering solutions on Aircraft cabin interior design and reconfiguration and conversions. Design engineering, tooling and production facilities are a valuable resource.

Error-free production and reduced 'time to market' to stay ahead of competitors calls for processes that deliver high-quality products within compressed development schedules at very low costs. CAD/CAM design has emerged as critical for manufacturers. Right from the stage of conceiving of the idea to designing the product with aesthetic appeal to developing the product level drawings and lastly to the validation/analysis stage, CAD/CAM design plays an important role.

CAD/CAM applications lie at the core of today's product development and product lifecycle. Their sophistication and multifold capabilities empower engineers with better visualization and data handling tools necessary to create efficient products.

A combination of High-calibre engineering talent, customized specifications, established methodologies and tools, infrastructure and secure data environment enables the entire project cycle from designing, development and testing of projects and total life-cycle support for both onsite and international projects.

The benefits are reduced time to market, simplification of manufacture, faster throughput, enhanced usability, increased durability, higher quality and greater product differentiation, higher perceived value, increased market share, increased margins.

Aircraft Dispatcher Jobs

Aircraft Dispatcher Jobs

Aircraft dispatchers or flight superintendents are professionals who schedule flights as per rules and regulation of Federal Aviation Administration (FAA). They make up flight plans and co ordinate with pilots to make sure that flights can be taken off safely. They also regulates with crew regarding weather conditions, altitude changes and other necessary modifications while landing or take off.

Nature of Work

Aircraft dispatchers have mostly management related work which deals with drawing plans for flight scheduling. They maintain air traffic by regulating planes take offs and landings on a particular route. While charting out flight plans, they have to take care of many things like fuel ratio, best routes for flying, appropriate altitude and accurate landing places in case there is a bad weather.

Dispatchers should be able to concentrate well on their work as there may be a condition when they have to coordinate with as many as ten planes at a time. Such situation calls for single minded concentration and accurate skills to coordinate. Usually large airlines hire flight dispatchers and they are assisted by dispatchers of lower scale to gather whether related information for flights.

Educational Requirements

The job of a flight dispatcher is not much technical but requires concentration and ability to make decisions. Therefore it is required to have a 12 th diploma to be able to apply for flight dispatcher's job. Some airline companies make it mandatory to hire those who have attended at least two years of college.

It will be beneficial if you have some flying experience or some work history with airlines. You can take FAA exam to get certified aircraft dispatcher job. There are two main pre requisites which need to be followed for getting FAA certification. First and foremost is that you should have an experience in this field under some senior dispatcher for at least one year. Secondly you have to clear certification subjects at some flying school. There is one more condition which needs to be followed after clearing your subjects. You will work for 2-3 years as air traffic controller to get a know how of work of a flight dispatcher and get bright career opportunities in this field.

What to Check in a Used Aircraft For Sale

What to Check in a Used Aircraft For Sale

Taking the decision to buy a used aircraft for sale is much harder than taking the same decision for any other used vehicle as you need to make sure that everything is in perfect condition or it will end up in a barn with a lot of dust covering it.

Before you do anything, you need to make sure that you are choosing the right type of aircraft for you. You need to decide what purpose you need the aircraft for because this determines what type you can buy. For example, a sightseeing plane is different from a sport one and a cross country cruiser is much different from a single propeller plane. Make sure you are getting the exact type suitable for your need or you will end up with a big hole in your wallet for something that you will never use.

After you decide what type to buy, you need to search for used aircraft for sale with a good price. You can do this through different places. Start by contacting your airstrip club as they might have some offers for you. Contacting a dealer or a broker could be very useful at that point as the broker usually has his hands on a huge inventory of used aircraft for sale offers so; he or she will be able to get you what you want in seconds.

After you choose an air craft for sale, you need to check every bit of it thoroughly so you can make sure that everything is alright. Start with the hull of the aircraft because it the base of everything. Take a very close look for rust. Rust is the first enemy for any used aircraft for sale, it destroys the aircraft so, make sure that you are purchasing a plane with no rust in it. Take your time to check the hull as the rust may be concealed with new paint job. Make sure that there are no cracks or lose parts in the hull as these things are fatal.

It is very important to check the engine of the used aircraft for dale. Every engine has limited number of flight hours. Make sure you are purchasing a plane with enough flight hours still remaining for the engine or you may need to deduct its price from the total purchase.

Any used aircraft for sale, had at least spend 15 years in the air, make sure that it was well kept during that period. Check the log book see, how frequent the previous owners flew it. Check how frequent it was maintained and when was the last major maintenance job for it. This is very important as good maintenance extends the life span of the air craft. You also need to see if it passed the aviation check or not.

The last thing you need to do in order to purchase a used aircraft for sale is to find good financing for it. There are several places specialized in this and you can find them through aviation club or over the internet.

Tuesday, February 21, 2012

Air Force One: A Detailed History of Every Aircraft Flown As the Flying White House

Air Force One: A Detailed History of Every Aircraft Flown As the Flying White House

Air Force One
By Robert F. Dorr
2002, MBI Publishing Company
Hardcover, 156 pages, $29.95

Former president Theodore Roosevelt wasn't scheduled for a biplane ride in 1910, but as he told a reporter afterward, "You know, I didn't intend to do it, but when I saw the thing there, I could not resist it." That was just seven years after the Wright brothers' historic flight at Kitty Hawk.

The first sitting president to take to the air was the other Roosevelt, FDR, who flew across the Atlantic to meet with Prime Minister Winston Churchill in 1943. For that historic meeting he rode in a seaplane, a four-engine Boeing 314 called the Dixie Clipper.

Aviation and American history buffs will find a wealth of such detail in Air Force One, a reference book chronicling all of the aircraft assigned to transport the U.S. presidents. Author Robert F. Dorr, a U.S. Air force veteran and retired diplomat, has been writing about military aircraft for decades and brings his years of expertise to bear in this handsome coffee table book. With over 150 color and black-and-white photographs, the authoritative volume allows you to climb aboard and catch a glimpse of what goes on behind the scenes of the flying White House.

Dorr was aboard SAM 27000, a Boeing 707-353B, on its final flight from Andrews AFB, Maryland to San Bernardino, California on September 8, 2001. This famous Air Force One had flown every American president since 1972. It carried Richard Nixon to China, Jimmy Carter to Germany (to meet the Iran hostages after their release) and George W. Bush to Texas. At San Bernardino the historic aircraft was disassembled and trucked in pieces to Simi Valley, California where it is now on permanent exhibit at the Ronald Reagan Presidential Library.

Today, two identical Boeing 747s, a special military version of the familiar passenger plane, wear the imposing presidential livery of Air Force One. The first of the twins was delivered (15 months late) to the 89th Airlift Wing in August 1990, the second followed in December. The first president to fly in it was George H.W. Bush on a trip to Topeka, KS in September, 1990.

Here's a photo caption under a classic shot of the huge aircraft lifting off:

One Air Force officer described Air Force One as "magnificent... like a cruise ship." The high angle of attack is made possible by the enormous push of the four General Electric F103-GE-180 turbofan engines, each rated at 56,750 pounds thrust. Although the aircraft is not aerodynamically capable of it, the engines are powerful enough to stand the 747 on its tail and make it climb straight up.

For extensive coverage of the top secret aircraft currently used by President Obama and exactly what happened in the air on September 11, 2001, Air Force One has the inside information. The book has recently been updated and is available at most bookstores or directly from the publisher: http://www.motorbooks.com