... Abstract The required 72 month inspection on our Gulfstream G IV is coming due in a few months. There are basically two options available to complete the inspection. We can perform the inspection in-house or we can outsource it. In our situation the main advantage of performing the inspection in-house is that we will have direct control over the inspection. While the main disadvantages are that we do not have the man-power or special tools that might be needed. The main advantages of outsourcing the inspection are that the inspection can be completed much faster by technicians that perform it regularly and have all of the special equipment necessary. Taking everything into consideration I recommend that we outsource the inspection. Should Pacific Jet outsource the 72 month inspection? This is the first 72 month inspection that our 135 charter company (Pacific Jet) has coming due. Since we are a small operation with only 3 aircraft and 4 maintenance technicians performing a 72 month inspection in-house will be a huge undertaking. The main items to consider are costs, aircraft downtime, and quality control issues. We have to decide if we want to perform this inspection in-house our outsource it. The airlines have been outsourcing maintenance for decades and have accelerated this outsourcing rapidly since 2001. In 2005, some airlines outsourced as much as 62 percent of their maintenance and that number continues to grow. While they have increased...
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...Aircraft Flight Control System Name: Institutional Affiliation Aircraft Flight Control System Description of the system; functional and schematic diagrams According to the Federal Aviation Administration, an aircraft control system is assemblage of mechanical and electronic equipment that permits a plane to be flown with excellent accuracy and steadfastness. A control system mainly constitutes cockpit controls, sensors, actuators which may be hydraulic, mechanical or electrical and computers. With improvement in technology, aircraft flight controls vary depending on the type of plane since planes with different feature and sizes have been introduced in the market thus have to be fit with flight control systems that match their capacity. However, the most basic flight control system designs are mechanical and are characterized with the early aircrafts. According to Garg et al (2013, p.60),they involve collective use of different mechanical parts which include rods, cables, pulleys and chains in some designs which play a significant role in transferring forces of flight deck controls to the control surfaces. Though new flight control models have been introduced with advancement in technology, application of mechanical flight controls still continues to date especially in small general and sport classification aircrafts especially where aerodynamic forces are not extreme. Illustration of mechanical aircraft control system (Garg et al, 2013, p.61) Aircraft control systems are group...
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...GRIFFITH AVIATION Nathan Campus 7010GBS Research Design Assignment 1: Literature Review of Development of Training for New Air Traffic Control Technology Implementation (2000 words) Dr Robin Pentecost 30th March, 2016 CHANG, Hsuan-Ting s2957842 1 SEMESTER I, 2016 Table of Contents 1. Introduction ............................................................................................................................ 3 2. Methodology .......................................................................................................................... 3 3. Key Potential ATC Transition Issues .................................................................................... 4 4. Benefits of ATC Automation System .................................................................................... 5 4.1 What is ATC automation system? .................................................................................... 5 4.2 What’s the role of air traffic controllers? ......................................................................... 6 5. Drawback of conventional ATC system ................................................................................ 6 5.1 Incapable to meet the traffic demand nor the-state-of-the-art aircraft ............................. 6 6. What else can the training programme improve? .................................................................. 7 6.1 Sufficient overstaffing on track ............................
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...System THEORY | UAV for Disaster Surveillance | | | Arun Bhatta | S0254398 | | Contents Executive Summary 1 Introduction 2 System Test, Evaluation and Validation 2 Validation 3 Human Factor 3 Optimization in design and operation for reliability and maintainability 4 Reliability Assessment 5 Conclusion and Recommendation 5 Bibliography 7 Executive Summary There are several UAVs which are widely used in civil and military application. The continuous use of UAV has demanded a reliable and low cost UAV system. Since its use in increment it has undoubtedly raised the question about the reliability of these systems. Thus, requiring improvement in the modeling, testing and flight control for the small UAV’s. This reports aims to provide an integrated framework with systematic, schematic procedure so that the UAV can be synthesized and validate flight controllers. This approach will help FAA and EASA certification of UAV system very rapidly. The first part of this report provides a brief introduction regarding the failure of the components. The second part discusses about the System Test and validation of the UAV. The last part of the report analyzes the human factor issues involved in the UAV. Introduction The UAV is not a new concept as it was in the situation of First World War. The roles and responsibilities that it carries has increased its utilization in the field of defense, disaster surveillance etc. Increment in utilization has accompanied...
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...eventually evolve into one dominant technological logic. Why is it, then, that the only two global manufacturers of large commercial airplanes have developed diametrically opposed technological philosophies? Based on secondary historical sources, this article employs a theory of twoparty democracies from political science and the theory of sociotechnical frames to explain why Boeing pilots are allowed ultimate command of their aircraft whereas Airbus confers this authority to the flight computer. Ó 2009 Elsevier Ltd. All rights reserved. 1. Introduction For anyone who has ever flown on a large airplane owned by an airline based in an affluent country, the chances are almost exactly 50% that the plane will be made by Boeing Commercial Airplanes, and 50% that it will be made by Airbus S.A.S. At the same time, it is 100% certain that it will not be made by anyone else. Most passengers probably cannot tell the difference, nor will they care about the type of aircraft they boarded; indeed, they are more interested in flight comfort, safety, and reliability, and it makes little difference whether the plane was manufactured by Boeing or Airbus. The truth is, however, that there are significant differences in the...
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...…………………………………………………………………………………. VII Works cited ……………………………………………….………………………………………………………………………………….. VIII Introduction “To design systems that work correctly we often need to understand and correct how they can go wrong” ( Dan Goldin, NASA Administrator, 2000). This paper illustrates the mechanical failures that occur with the manufacturing of the Boeing 787 Dreamliner. The risk shows possible adverse impact on the two-fault tree analysis presented. Fault tree one looks at risk concerning on boarding flight controls and fault tree two looks at the filtration system aboard the 787 Dreamliner. Fault Tree 1-Onboard Flight Control Failure Boeing, based out of Everett, Washington, has contracted with an outside company by the name of Green Hills Software of Santa Barbara. Green Hills assignment, for all of the 787’s is to “write the operating system for the onboard flight-control computers” (Hisey, 2007). The company prides its self on creating operating systems that never crash. This part of manufacturing the Dreamliner was outsourced from Honeywell, the company that performs a major portion of software configuration for Boeing, because Honeywell does no specialize in airplane operating systems. The intermediate event is the onboard flight control failure. The basic event of failure in a system creates a series of event and possible risk. If the controls are not compatible with the...
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...of only $99 per passenger. JetBlue was able to provide this relatively luxurious flying experience by using information systems to automate key processes such as ticket sales (online sales dominate) and baggage handling (electronic tags help track luggage). Jet Blue prided itseft on its "paperless processes." JetBlue's investment in information technology enabled the airline to turn a profit by running its business at 70 percent of the cost of larger competitors. At the same time, JetBlue filled a higher percentage of its seats, employed non-union workers, and established enough good will to score an impressive customer retention rate of fifty percent. Initially, JetBlue flew only one type of plane from one vendor: the Airbus A320. This approach enabled the airline to standardize flight operations and maintenance procedures to a degree that resulted in considerable savings. Chief information officer Jeff Cohen used the same simple-is-better strategy for JetBlue's information systems. Cohen depended a1most exclusively on Microsoft software products to design JetBlue's extensive network of information systems. (JetBlue's reservation system and systems for managing planes, crews, and scheduling are run by an outside contractor.) Using a single vendor provided a technology framework where Cohen could keep a small staff and favor in-house development of systems over outsourcing and relying on consultants. The benefit was stable and focused technology spending. JetBlue spent on1y...
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...Engineering Design Process Flight decks on planes are a complex series of buttons, switches, knobs and lights. But pilots use each of these controls to operate a different piece of equipment and navigate the plane safely. How do engineers design the flight deck so it works most efficiently for a pilot? Its questions like that which must be asked and successfully answered for a piece of equipment to be functional and successful in a plane. Kirschen Seah is a systems engineer for a commercial avionics electronics company. She works closely with other engineers in her company, as well as with customers to imagine, design and evaluate new flight deck controls. Understanding the Design Process You may wonder how they come up with the design for these controls. Like most everything that is designed and manufactured it goes through a design process. The design process is series of steps that turn ideas into useful product. The design process starts with understanding the problem, then brainstorming possible solutions, creating the solution, and finally testing the solutions. In the case of Kirschen and her team, it starts with a designer idea for an aircraft flight deck control, or when a customer asks for a control to be designed. Whenever something is designed the place in which it is going to be used has to be taken into account. Will the space be big or small? Light or dark? In the case of aircraft flight deck equipment engineers must take into account the special environment in...
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... Nieuwenhuys for easyJet Flight Operations – please do not distribute this document outside easyJet) Airline pilots were once the heroes of the skies. Today, in the quest for safety, airplanes are meant to largely fly themselves. Which is why the 2009 crash of Air France Flight 447, which killed 228 people, remains so perplexing and significant. William Langewiesche explores how a series of small errors turned a state-‐of-‐ the-‐art cockpit into a death trap. TROUBLE AHEAD Inside the automated cockpit of an Airbus A330—like the one belonging to Air France that crashed into the equatorial Atlantic in 2009. 1 I. Into the Night On the last day of May in 2009, as night enveloped the airport in Rio de Janeiro, the 216 passengers waiting to board a flight to Paris could not have...
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...Started on Tuesday, 19 March 2013, 11:05 PM Completed on Thursday, 21 March 2013, 09:11 PM Time taken 1 day 22 hours Marks 0/21 Grade 0 out of a maximum of 10 (0%) Question 1 Marks: --/1 What would be the CS 25 requirements with regard to aircraft water system? Answer: -not constitute a hazard to the aircraft and all replenishment connections should be so designed that misconnection of water services to any other systems is not possible They must not constitute a hazard to the aircraft and all replenishment connections should be so designed that misconnection of water services to any other systems is not possible Question 2 Marks: --/1 What does Potable Water systemmeans? Answer: -Portable water system is define as the drinking water system which consist of: Drinking water system. Question 3 Marks: --/1 Describe the aircraft drinking water system by naming the major components forming the system? Answer: -storage tanks -heating -cooling -distribution -content indication -anti frost system -removal of waste water Storage tanks. Heating. Cooling. Distribution. Contents indication. Anti-frost system. Removal of waste water (gray water). Question 4 Marks: --/1 What would be the requirement by CS 25 if the water tank is located in the cargo compartment? Answer: -they must be separated from the freight bay potential fire region in some way and this is normally achieved through use of fire blanking material such as glass fibre...
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...amount of risk to be allowed as long as it was acceptable. To determine whether or not a hazard was an acceptable risk, NASA used a Safety Classification System, which was a qualitative system rather than a quantitative system. This was due to the high cost associated with gathering enough data to be able to use a quantitative system. A quantitative system would also have created additional paperwork due to the technical requirements for a space shuttle. However, a quantitative system should have been developed and utilized. The risk classification system NASA used consisted of five levels, as seen below. 8. What was NASA’s risk response plan? NASA was able to transfer and reduce some of its risk, however, due to the scope of the program, they were also forced to retain some of the risk. One key aspect to this approach to risk response is the need for a solid control plan. NASA did not have a complete control plan, which cased a lot of issues as the shuttle development program progressed. They did use their risk classification system (as discussed in question 7) and waivers (as discussed in question 11) as part of their risk response plan, but it wasn’t nearly as developed as it should have been. 9. How should they have handled risks that weren’t quantified? As NASA conducted more and more space flights, they were gathering data that could have been used...
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...ote ote technical note tech Air Traffic Control Specialist Decision Making and Strategic Planning – A Field Survey Jean-François D’Arcy, Ph.D., Titan SRC Pamela S. Della Rocco, Ph.D., ACT-530 March 2001 DOT/FAA/CT-TN01/05 Document is available to the public through the National Technical Information Service, Springfield, Virginia 22161 U.S. Department of Transportation Federal Aviation Administration William J. Hughes Technical Center Atlantic City International Airport, NJ 08405 NOTICE This document is disseminated under the sponsorship of the U.S. Department of Transportation in the interest of information exchange. The United States Government assumes no liability for the contents or use thereof. The United States Government does not endorse products or manufacturers. Trade or manufacturer's names appear herein solely because they are considered essential to the objective of this report. This document does not constitute FAA certification policy. Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient’s Catalog No. DOT/FAA/CT-TN01/05 4. Title and Subtitle 5. Report Date March 2001 Air Traffic Control Specialist Decision Making and Strategic Planning – A Field Survey 7. Author(s) 6. Performing Organization Code ACT-530 8. Performing Organization Report No. Jean-François D’Arcy, Ph.D., Titan SRC and Pamela S. Della Rocco, Ph.D., ACT-530 9. Performing Organization Name and Address DOT/FAA/CT-TN01/05 ...
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...campaign” (Southwest’s airplanes were Love Birds, it’s drinks Love potion etc) this set the tone for Southwest’s approach to its customers to make flying with Southwest an enjoyable and fun experience. The company decided strategically to move from big, expensive Intercontinental Airports to smaller and closer to downtown airports. They also reduced to 10 minutes the turnaround time (the time spent refueling, off-loading passengers and bags and cleaning up the airplane in order to be ready for the next flight). Southwest was also the first to differentiate among its consumers. They offered generally low fares but in certain time and on certain days it was possible to get even more discounted tickets. Anyway a few problems are threatening the over 30 year successful low cost airline, increase in fuel and labor cost combined with a stiff competition might undermine the future of this company but in any case let’s take a look to all the different and relevant aspects . Question 1 I believe that Southwest winning strategy is in its capacity...
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...The Wright Brothers and their Flying Machine (HBS 9-811-034) Question 1 What technological bottlenecks needed to be resolved for manned flight to become a realistic possibility? The possibility to fly with an object heavier than air had first to be proven. Scientists first try to understand how birds were flying, and many computations were done, mainly based on assumptions. In 1800’s, George Cayley designed an airplane with wings, and Otto Lilienthal realized that the wing shape was the key to maintain lift. The biggest technological problem was how to design this wing so that it could lift an object. The Wright Brothers in the end of the 19th century realized that the primary problem with past planes and gliders was that of balance. They developed the concept of “wing warping”, a way to present wings to the air at different angles of incidences and thus secure unequal lifts on the two sides. Finally, one of the last technological aspect to be resolved for developing a manned flight was to be able to understand and compute the lift of a wing. Lilienthal already began by creating table of results from his experiment, but the Wright Brothers couldn’t use it at first because they were not in the same conditions as him. Question 2 How would you characterize the process of technological discovery leading to the development of the Wright brothers’ flying machine? The process of technological discoveries relied a lot on exchange between scientists, engineers and inventors...
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...Steam gauge cockpits versus glass cockpits. Which system is more effective? Effectiveness of glass cockpits and steam gauge cockpits for student pilots STEAM GAUGE COCKPITS VERSUS GLASS COCKPITS 2 Table of Contents Table of Figures ........................................................................................................................................... 3 Abstract ....................................................................................................................................................... 4 1.0 Introduction ........................................................................................................................................... 5 2.0 Background Information ........................................................................................................................ 7 2.1 Steam Gauge Cockpits ........................................................................................................................... 7 2.2 Glass Cockpits ....................................................................................................................................... 8 3.0 Methodology ......................................................................................................................................... 9 . 3.1 Primary Research .......................................................................................................................
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