Jul 28th

Major plane crash near Islamabad; 152 feared dead

Major plane crash near Islamabad; 152 feared dead

Major plane crash in...

A plane carrying 152 people on board today crashed into the Margalla Hills overlooking the Pakistani capital apparently due to bad weather, police said. The aircraft of the private airline Air Blue, flying from Karachi to Islamabad, hit the Margalla Hills near the Daman-e-Koh viewpoint this morning, officials of the police and a state-run rescue service said.

Pakistan Civil Aviation Authority Spokesman Pervez George said that 146 passengers and a six-member crew were on board the plane. Islamabad has been hit by heavy rains for the past few days and the city was covered by fog and low-lying clouds.

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Civil aviation officials said the aircraft had disappeared from radar screens shortly before the crash was reported.

The crash occurred in an area that is not accessible by roads or trials. Rescue workers said they were facing problems in approaching the crash site.

The heavy rains too were hampering rescue efforts, they said. Footage aired on TV news channels showed white smoke rising from the thick forests in the Margalla Hills.

Witnesses said they had seen flames in the wreckage of the aircraft.

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Jul 26th

Air Travel CO2 Emissions

By Arpita jain

Air Travel CO2 Emissions Poster

A European website that compares over 140 well-known airlines and suppliers to find cheap flights for consumers, created this graphic with statistics primarily on the airline industry’s carbon emissions. (Click the graphic at the bottom to enlarge).

How are airlines and manufacturers doing with bio-fuels? Aircraft manufacturers, a mix of airlines and engine manufacturers have teamed up to progress forward with implementing bio-fuels into commercial flights. Virgin Atlantic, perhaps one of the more vocal airlines on the matter, tested a coconut / babassu based bio-fuel on a Boeing 747 General Electric engine in February of 2008. Other airlines, like Air New Zealand, Continental Airlines, and Japan Airlines (JAL), have flown successful test flights with Rolls-Royce, CFM, and Pratt & Whitney engines, respectively, on Boeing airplanes.

The latest news? Airlines, manufacturers, and other aspects of the aviation industry are evaluating options to determine the sustainability of biofuels for expanded and broader usage. On Monday, it was announced that Seattle-Tacoma International Airport, Portland International Airport, Spokane International Airport, Boeing, Alaska Airlines, and Washington State University will spend six-months studying how biomass sources might produce aviation fuel. According to the BusinessWeek article, Boeing has said that by 2015, it and other aircraft makers and airlines want to use biofuels for 1 percent of annual fuel consumption – about 500 million to 600 million gallons. Possible fuel sources are algae, jatropha oil, coconut, camelina, and babassu.

It will be quite some time before a fair amount of major airline flights are flown solely on bio-fuels, but this is still in the testing phase, and it will be interesting to watch as time moves forward.

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Jul 25th

Airbus A350 XWB

By Ram Kapoor

Artist's impression of the A350 XWB-900 - Image: Airbus

Airbus A350 XWB

The A350 XWB is Airbus's answer to the Boeing 787 Dreamliner. The design for the new Airbus type started as an improved version of the A330, which became rather difficult to sell since Boeing presented the 787. The airlines wanted a more advanced aircraft and forced Airbus to work harder on the new design. At Farnborough 2006 Airbus even presented an all new design, named 'A350 XWB' (eXtra Wide Body). Airbus officially launched the A350 XWB on 1 December 2006.

Several earlier designs based on the A330 still had the fuselage diameter of the good old A300, which allows a 2-4-2 seating arrangement compared to 3-3-3 seating in the 777 and 787. In Spring 2006, urged by criticism from airlines, Airbus started considering a wider fuselage, a larger wing, more powerful engines, a higher cruise speed and many other changes to satisfy the airlines. This resulted in the A350 XWB, but it means much extra development work and the intended in-service-date for the aircraft has slipped from 2010 to 2013, more than four years behind the scheduled introduction into service of the 787.

Airbus has planned three versions of the new airliner: the A350 XWB-800 carrying around 250 passengers in a three-class configuration, the A350 XWB-900, which accommodates around 300 passengers and the A350 XWB-1000 with about 350 seats.

Advanced materials

The Airbus A350 XWB will be substantially more fuel-efficient than the A330 and less noisy. About 60 per cent of the A350 airframe will be built of weight-saving advanced materials like carbon fibre reinforced plastics (CFRP) and aluminium lithium alloys. In the A330 this is only 15 per cent. The new aircraft will be the first Airbus product with an all-composite wing. The rear fuselage and the tail cone will be constructed from composites as well. An aluminium lithium alloy is used in the forward and aft sections of the fuselage.

The cabin windows will be larger than on the A330. The cockpit crew rest area will be placed beneath the cockpit. This does not only saves space on the main deck, it is also a security precaution to keep the cockpit completely separated from the rest of the aircraft.

The first airline to sign a letter of intent for the A350 XWB was Singapore Airlines. Several other airlines had ordered earlier versions of the A350. Among them are Eurofly, Air Europa (Spain), Kingfisher Airlines (India), Qatar Airways, TAM (Brazil), US Airways, Finnair and several leasing companies.

Artist's impression of a China Airlines A350 - Image: Airbus

Technical Specifications

Airbus A350 XWB-800

(provisional data)

Artist's impression of an Airbus A350 XWB-800 of Qatar Airways - Image: Airbus
A350 XWB-800	-	-

Length	198 ft 5 in	60,5 m
Wingspan	209 ft 10 in	64 m
Height	55 ft 4 in	16.9 m
Max. takeoff weight	540,100 lb	245,000 kg
Passengers	270	.
Cruise speed	0.85 Mach	-
Range	8,500 nm	15,750 km
Engines: Two Rolls-Royce Trent XWB, 75,000 lb / 334 kN

Airbus A350 XWB-900

(provisional data)

Artist's impression of an Airbus A350-900 - Image: Airbus
A350 XWB-900	-	-

Length	219 ft 2 in	66.8 m
Wingspan	209 ft 10 in	64 m
Height	55 ft 4 in	16.9 m
Max. takeoff weight	584,200 lb	265,000 kg
Passengers	314	.
Cruise speed	0.85 Mach	-
Range	8,400 nm	15,540 km
Engines: Two Rolls-Royce Trent XWB, 87,000 lb / 388 kN

Airbus A350 XWB-1000

(provisional data)

-
A350 XWB-1000	-	-

Length	242 ft 1 in	73.8 m
Wingspan	209 ft 10 in	64 m
Height	55 ft 4 in	16.9 m
Max. takeoff weight	650,400 lb	295,000 kg
Passengers	350	.
Cruise speed	0.85 Mach	-
Range	8,300 nm	15,360 km
Engines: Two Rolls-Royce Trent XWB, 95,000 lb / 415 kN

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Jul 25th

Gravity powered aircraft flies with no fuel

By Aman Kumar

The Gravity-Powered Aircraft

The Fuelless Gravity Plane ConceptOur world is certainly not left wanting for free sources of energy. The sun vomits an absurd amount of energy upon the Earth’s surface constantly– up to a thousand watts per square meter during the daytime; the planet’s mantle writhes with heat energy, up to 4,000 degrees Celcius; and a tremendous supply of energy saturates the entire planet in the form of gravity. The difficulty has always been in finding ways to capture such energy usefully. Solar panels have had some success snatching up sunlight for conversion to electricity, geothermal installations use the earth’s heat to create power, and hydroelectric plants tap the potential energy of gravity. Currently a Nevada-based aviation company is exploring another creative way to utilize gravity as a power source– combining some very old ideas with some very new ones– to produce an aircraft concept which might one day tote people and cargo great distances without the need for fuel. The project is called the GravityPlane.

The idea sprung from the brain of Robert D. Hunt, a theoretical physicist and inventor who founded Hunt Aviation to develop his patented “gravity powered hybrid aircraft” concept which operates on the principles of buoyancy, aerodynamic lift, and gravity. It uses a cycle of climbing and descending to maintain its lift and forward speed, mimicking the behavior of the bodies of warm and cold air which make up the weather.

In order for the GravityPlane to become airborne, gas bags inside a pair of rigid, zeppelin-like structures are filled with helium from storage tanks inside the vehicle. This causes the aircraft to become lighter-than-air, and it rises from the ground. Compressed-air jets on the sides of the craft add further propulsion, pushing the vehicle skyward and decreasing the craft’s overall weight by releasing the stored air which acts as ballast. Once the craft reaches the altitude where the helium is no longer lighter than the surrounding air– theoretically as high as ten miles up– it is unable to climb any further. Some of the stored compressed air is then expanded into the dirigible areas, decreasing the buoyancy effect of the helium and starting the aircraft’s descent phase.

As gravity pulls the plane towards the earth, the long wings are moved to the swept-back position to reduce wind drag, and air turbines mounted on the top of the craft capture some of the forward momentum and use it to drive air pumps which can refill the on-board compressed air storage tanks. In this gliding mode, the aircraft achieves aerodynamic lift for a gradual descent at high speeds, and can travel in this configuration for about 400 to 600 miles. At the end of the gliding phase, the wings are redeployed. The compressed air can once again be forced out through the compressed air jets, pushing the vehicle upwards and increasing the vehicle’s buoyancy to lighter-than-air once again, beginning the cycle anew. This process can be repeated as many times as needed to cover the required distance.

Left-to-Right: Joe Chomko (Vice President), Robert D. Hunt (Inventor), and Gene Cox (President)

If the concept ever leaves the drawing board and becomes a prototype, it will be massive. Much like the zeppelins of old, the volume of helium needed requires a very large gas bag area. But hypothetically, this design could allow the aircraft to travel practically any distance with no fuel. It would expel no polluting gasses, and it would be virtually silent. It would also have some interesting features for such a large craft, including vertical take-off and landing (VTOL), and the ability to set down on land or at sea. Additionally, its buoyancy would allow it to hover in the air if needed, even in the event of total power loss.

Considering the GravityPlane’s simplicity, its environmentally friendly propulsion, and its freedom from heavy and expensive fossil fuels, this concept could completely revolutionize aircraft design in the coming decades if it proves viable. And using non-flammable helium means that a Hindenburg-style disaster is not a risk. Can Hunt Aviation deliver the sparkling, rigid-airship future that zeppelins promised us so long ago? Time will tell.

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Jul 24th

Project 903 Lun – World Largest Airplane

By Manisha Kapoor

Project 903 Lun – World Largest Airplane

1987 was the year when the first 350 tons ground effect “ship” from the series of Soviet battle missile carriers was produced. It was called Lun after the Russian name for a bird of prey – hen harrier. Another name for this vehicle was Project 903. It carried 6 Moskit cruise missiles (SS-N-22 Sunburn in NATO classification). Hitting four of them causes inevitable sinking of a vessel of any know type and size. The second Lun-class battle aircraft was supposed to be produced in several years but due to the end of cold war and partial disarmament the project was changed to a rescue aircraft and it was never finished.

This type of vehicle called in Russian ekranoplan uses so called ground effect – extra lift of large wings when in proximity to the surface. For this reason they have been designed to travel at a maximum of three meters above the sea but at the same time could provide take off, stable “flight” and safe “landing” in conditions of up to 5-meter waves. These crafts were originally developed by the Soviet Union as high-speed military transports, and were based mostly on the shores of the Caspian Sea and Black Sea. In 2005 crafts of this type have been classified by the International Marine Organization so they probably should be considered flying ships rather than swimming planes. It is also interesting to note that this aircraft is one of the largest ever built, with a length of 73,8 meters (comparing with 73 of Airbus A380).

Wing-In-Ground (WIG) effect craft take advantage the fact that the aerodynamic efficiency of a wing, and particularly its lifting capacity, improves dramatically when is operated within approximately one-half of its span above ground or water, in what is termed ground effect. If the wing’s natural accelerated flow passing over it is further accelerated by the high-velocity exhaust of a turbojet engine, the lifting capacity of the wing is even more greatly enhanced. In 1966 the Central Hydrofoil Design Bureau under Rostislav Alekseev produced a gargantuan "ekranoplan" ("surface plane") combining the smooth hull form of a ship with stub wings, a large vertical fin and horizontal tail. The craft featured ten engines: eight mounted in two clusters of four directly behind the cockpit to provide augmented lift, and two on the vertical fin to provide cruise power. This machine, which American intelligence organizations dubbed the Caspian Sea Monster, could lift 540 tons and cruise at over 300 mph at an altitude of over 10 feet.

Alekseev developed a smaller military WIG, the Lun ("Dove"), armed with six large antishipping cruise missiles perched unaerodynamically on its back. In 1989 the missile launcher ekranoplane "Lun" (about 400 tons) was enlisted in the Navy. The ship was armed by three pairs of cruise missile 3M80 or 80M "Mosquito" (NATO's designation SS-N-22 Sunburn), though they were never deployed to fighting units. The design provided an effective method of performing a premptive strike against an enemy fleet.

The apparent success of these machines hid some very real problems, not least of which were serious stability and control deficiencies, as well as tremendous power requirements to get off the water. Under low flying conditions radar sensors measuring altitude, tilt and velocity of craft trace the variable profile of wave disturbance practically without averaging, thus making it difficult to gauge the motion parameters in relation to the undisturbed level of the sea surface. It is necessary to combine radar with other sensors in order to provide high accuracy. It has a massive turning circle, and is fairly slow to accelerate. Its poor manoeuverability means it cannot turn and run from a fight, and so is a fairly easy target if caught in a confined space, or if surrounded and pushed against the shoreline.

In 1989, after the tragic accident on nuclear submarine "Komsomolets" where 42 mariners died, the decision was made to re-equipment the second "Lun", being at that time under construction, into a search-and-rescue maritime ekranoplane "Spasatel". The second copy of "Lun" had 6 engines, instead of 8. A considerable part of the work had already been accomplished by the time of the breakup of the Soviet Union, followin which there was a drastic reduction of the budget of the Russian Navy.

Designer: Central Design Bureau "TsKB po SPK" n.a. R.E.Alekseyev
Builder: Shipbuilding Plant "Volga", Nizhni Novgorod, Russia
Take off weight: 400 tons (882,000 lbs)
Length: 73.8 m (240 ft)
Span: 44.0 m (144 ft)
Height: 19.2 m (65 ft)
Speed at cruise flight: 450-550 km/h (243-297 kts)
Speed in displacement position: 20-100 km/h (10.8-54 kts)
Range of flight: 3,000 km (1,620 nm)
Range in displacement position: 400 km (216 nm)
Sea endurance: 5 days
Cruise altitude: 1-5 m (3.3 - 16 ft)
Altitude of flight at search: 500 m (1,640 ft)
Max altitude of flight: 7500 m (24,600 ft)
Max waves height at take off and landing: 2.5-3.5 m (8.2-11.5 ft)
Max waves height at flight: unlimited
Powerplant: eight NK-87 turbofans of 13 tons (28,660 lbs) trust each
Crew: 9 plus 19 rescuer
Max number of saved people: 150-500 (among them 70 - cot case)

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Jul 23rd

Human Jet

By Sandeep Kumar

Human Jet

So Are you ready to fly??

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Jul 22nd

Why Boeing aircraft nose always touch the ground

By Saurabh sharma

Why Boeing aircraft nose always touch the ground?

According to the network media: May 16, 2008, Indian Airlines (Air India) hire United Airlines (United Air Lines, Inc., Referred to as "United") and No. VT-AIK Boeing 777-222ER passenger aircraft implementation of AI717 flight in Mumbai Chhatrapati Shivaji Airport (Mumbai Chhatrapati ShivajiInte.Airport),locomotiveengineers implementing "project testing", the front landing gear suddenly "collapsed" (put away), resulting in head touch the ground (see Figure 1).

July 1, 2007, Air China Limited (Air China Limited, referred to as "Air China") and No. B-2553 Boeing 767 aircraft, the implementation of CA941 flight; by the Beijing AircraftMaintenanceEngineering Co., Ltd. (Aircraft Maintenance and Engineering Corporation , referred to as "Ameco") to provide ground service support. Landing gear hydraulic system functions during testing, the aircraft's front landing gear put away, the nose hit the ground (see photo 2).

January 25, 2006, Luxembourg Cargo (Cargolux Airlines International SA) LX-TCV number of Boeing 747-4R7F Executive CV798/799 cargo plane cargo services, conducted in Shanghai Pudong Airport logistics support stations, the aircraft's front landing gear put away, the nose hit the ground (See photo 3).

Such accidents have occurred:
June 2004, China Airlines Boeing 747 cargo plane, landing gear incident occurred before the error received;
September 1997, Shanghai, China Airlines Boeing 757 B-2810 aircraft, and landing gear incident occurred before the error received.
Boeing 777, Boeing 767, Boeing 747, Boeing 757, why is always the first Boeing aircraft landing gear on the ground away, causing the aircraft nose touch the ground?
Problem solving: the concept of the aircraft nose touch the ground
Modern medium-sized aircraft generally have to be received on the left and right body landing gear down (commonly known as the main landing gear) and the nose landing gear and can be opened and closed the landing gear door. Aircraft landing gear, the name suggests, it is the aircraft and airport runway surface contacts for the parking of aircraft ground support and the time of takeoff, landing roll when the transmission.
Typically, the operation of landing gear and door driven by hydraulic power; the operation of the control is from the cockpit of the "landing gear handle" to control.
When the "landing gear handle," put "down" (DN) position, landing gear doors first opened, then the landing gear loose lock down, lock, and finally landing gear door closed.
When the "landing gear handle," placed in the "income on" (UP) position, landing gear doors first opened, then gear up, lock, and finally landing gear door closed.
Simply speaking, the aircraft's landing gear had "put down" and "close to" two states; either income or down on the landing gear, he always opened the door, after door off.
Aircraft parked in the ground state, the former landing gear accidentally put away, the aircraft lost before the support points, causing the aircraft nose touching the ground. The result is damage to the aircraft structure, local equipment obsolescence, repair costs tens of millions, some of the aircraft and therefore scrapped in situ.
This is usually listed asaviation maintenancehuman error incident ground. It is the workers, but managers do not expect there to happen from time to time.
Of the essay: 1. Caused the landing gear put away the relevant factors in the ground
Cargo Airlines to Luxembourg as an example: I think that this is the multiple factors contribute to the human error events.
1. Cargolux Airlines LX-TCV arriving aircraft delay
January 24, 2006, Luxembourg LX-TCV Cargo Boeing 747-4R7F No. cargo plane, the implementation of cargo flights: CV798/799;
Planned arrival of the (Shanghai Pudong Airport) Time: at 9:45 p.m. on the 24 January;
Planned absence (Shanghai Pudong International Airport) Time: at 00:15 on the 25 January;
Actual arrival time: at 2:36 on the January 25;
Expected departure time: at 5:27 on the January 25th.
LX-TIC delays to flights to Hong Kong nearly five hours, is associated with this event the first dominant factor. Ground and wait staff inaction, the time consuming grinding, physical and mental exhaustion, buried the incident basedahint.
2. TAECO Shanghai Maintenance Division found that the ground before the aircraft landing gear door will not work
The same day, a total of A, B two engineers and A, B, C three mechanics on duty.
Machine January 25 2:57 am stop flight No. 537.
To load cargo and refueling of aircraft and other ground service work required to drag the aircraft flight No. 304. Drag the aircraft prior to a good placement off the landing gear ground safety lock to prevent accidental landing gear put away.
A duty mechanic tried to open the door before the landing gear to the nose landing gear ground lock pin placement. In service, the aircraft nose landing gear door can not be found in the normal open.
Under normal circumstances, "pull down" (pull down) before the landing gear door of "open the door handle the ground", the door lock hook was torn off before the landing gear door within the hydraulic actuator to be released by gravity pine door you can turn off (the industry calls manually open the door). At this point, even if pushed back again to put away the handle position, the landing gear doors would not close, because the landing gear doors need to close the hydraulic power drive. However, if the handle stuck in the "pull down" position, when the aircraft took off normally retract the gear, the landing gear doors will be closed with the move. Of course, this situation is allowed to exist.
Aircraft landing gear door failed to manually open the former, while "pull down" the first landing gear door "open ground handle" can not be pushed back from. Thus, before the aircraft landing gear door was found open and close function there is a fault.
Subsequently, the implementation of placement by the mechanic B good ground before the landing gear lock pin; further drag aircraft. Aircraft about 04:00 am on Jan. 25, was dragged 304 seats, carrying goods in here and add fuel.
A duty engineer are "found fault" report, confirmed that all the "landing gear ground lock pin," after the reign, to the cockpit, "connect", 1 electric hydraulic pump control gates, to the No. 1 hydraulic system provides hydraulic power , then "super control" mobile "landing gear handle" to "close on" (UP) parking spaces, opened in this way before the landing gear door (the industry calls emergency mode).
Boeing family of aircraft "landing gear handle" design of the "down", "Disconnect", "close to" three positions.
Aircraft parked in the ground state, the handle is locked limit can not be raised to "close on" position. The "gear lever" next to the other with a "manual override button", or when the aircraft maintenance work needed in emergency conditions, can press the "super-control button", and bring "gear lever" home "income on "(UP) position. Once the landing gear handle placed in the "income on" position, but also connected to the No. 1 hydraulic system, hydraulic power, as mentioned earlier, the aircraft's landing gear door opens.
After re-engineer A "disconnect" No. 1 hydraulic system, and put up warning in the control gates Agency plates - to prevent others from freely connected to hydraulic system and landing gear door closed unexpectedly led to the situation before the occurrence, so that they front landing gear compartment for safely troubleshooting work.
This is the second dominant factor in the incident. The failure of the state, level of difficulty; ground handling staff have completed the routine work involved, I do not know how much additional work also.
3. Locomotive Engineers inspection found: aircraft nose landing gear door lock actuator's a "safety bolt" missing
Safety bolt is missing, causing the nose landing gear door will not work; the same time, the former landing gear door, "the ground to open the handle," can not be reset.
Cargo headquarters to Luxembourg by maintenance control of the reports - the report found the problem, asking the missing "security bolts" of the piece number; Contact - to contact the station air material warehouse, find no qualified spare parts; and then transfer data information to the Luxembourg Aviation Division maintenance control department; after twists and turns, agreed with other security bolts bolt to replace the lost, as a temporary treatment.
To complete the work and carried out before the landing gear door opening and closing function test: through connect the hydraulic power system and the mobile "gear lever" from "close to" place to move "down" position - the landing gear doors will be closed; from the "down" position to move "revenue on the" bit - the landing gear door will open. Function test results are satisfactory, and, before the landing gear door, "the ground to open the handle" can be reset up.
Before the landing gear door lock actuator bolts to install good security, "the ground to open the handle" after reset, the ground state, as long as No. 1 in the cockpit connected to hydraulic power hydraulic systems, the former landing gear door on the will be closed; and pulled the "landing gear handle," Control of front landing gear doors open and close, you can confirm that the aircraft taking off and landing phase of collection, landing gear, the landing gear door could open and close follower .
Thus, the examination revealed troubleshooting completed. Time is the early morning of 25 January 0630; machine unit has been in place in the cockpit seat, cargo loading (about 110 tons), fuel filling (about 127 tons), etc. have been completed; plane left Hong Kong for more than expected time of one hour, "troubleshooting" work station to extend the aircraft over time. This is the third incident dominant factors.
4. The event the parties of the psychological variables
Worried about the flight caused by row over station car park it takes too long delays in aircraft departures, eager to gain time, as soon as possible to "push" the aircraft; and, eager to complete the shift of service jobs (the duty engineer was also responsible for other A flight aircraft, the shift time is January 24 at 8:00 - January 25 7.00 am).
Working long hours, face many things, such as delays in aircraft departures conditions exist, serious time pressure, driven by workers plan will be tricky, there were "procedural error." This is the party of the event-related psychological variables.
A responsible engineer in the cockpit before the completion of aircraft landing gear door functional test, the "landing gear handle," placed in the "income on" (up) position, in order to allow the former landing gear door must remain "open" status , so he installed on the row of "security bolts" to do the final status of inspections;
After the duty engineer A first let the mechanic (in the nose landing gear door is not closed prior to) remove the front landing gear "lock off the ground," is for convenience of mechanical work performed; and, well ahead of the aircraft launched preparation;
A responsibility to engineer and then to the cockpit, first took the captain reported to have been troubleshooting the situation, and second, to record this on the record of flight discovered the situation and signed release troubleshooting aircraft; same time, to close the front landing gear door, be once again connected to the hydraulic power system 1.
Seriously, then A ignores the responsibility of engineers on the "income on" (UP) position of "landing gear handle."
The results, due to the machine, "landing gear handle," has been in "close on" (UP) position, the aircraft before the landing gear "lock off the ground" has been removed, once connected to the No. 1 hydraulic system, together with "man-made error "ground incident occurred.
The three simultaneous mechanical condition or the existence of important events is the dominant factor. (Aircraft main landing gear and nose landing gear of the configuration and by the force of the differences in the same conditions, produced before the landing gear put away, but not for the main landing gear remained intact.)
Fortunately, this incident did not hurt any person.
5. And the incident related to the existence of each element, continuity and links to events constitute "accident chain"; and each "link" of the time break, the final occurrence of the incident have been avoided -
① arrival flight delays - ② front landing gear door could not open normally - ③ before the landing gear door lock actuator on the "security bolts" Lost - ④ row over station flight delays so the pressure of time, the parties The "fear", "anxiety", "will seek" and other emotional state of mind - ⑤ landing gear handle had "received a" bit - ⑥ before the landing gear "lock off the ground" has been removed - ⑦ for the final closure Once again, before the landing gear door No. 1 hydraulic system connected to - ⑧ Boeing aircraft design and manufacture, to make this ⑤ ⑥ ⑦ 3, while the existence Possibility - results: "LX-KCV aircraft landing gear in the ground before the closing The incident "occurred.
It is worth noting that a potential factor - aircraft design and manufacturing defect.
Of the essay: 2. Different Airbus aircraft and smart
Ground before the aircraft landing gear put away, the nose touch the ground when the incident occurred, but had occurred in "Boeing aircraft" on. But such incidents, in the "Airbus" has never appeared.
These two types of aircraft operational safety and maintainability, from design and manufacturing point of view is different. Different designs, with different features, can lead to different consequences.
Airbus aircraft "landing gear handle" only "down", "close to" 2 position; Boeing aircraft "landing gear retractable handle," the "down", "off", "close to" three positions. The biggest difference is: when the Boeing family of aircraft on the ground can be "artificial super-charged" bring home the landing gear handle, "received a" bit; while Airbus has no "artificial super-control" feature.
Retractable landing gear lever is usually unlock control electromagnetic valve, and solenoid valve power of two conditions: space gates in the "air spaces" (equivalent aircraft in the air condition), or "artificial super-control." If there is no "manual override" logic, really makes unexpected landing gear on the ground really difficult to put away. Because you can not move the landing gear handle. Gates open space unless you pull a jump switch, so that the aircraft is in the air imitating the state. At this time, there are other Airbus aircraft insurance functions work - cutting off the hydraulic power operation of landing gear systems. If you need to ground test the aircraft landing gear hydraulic power function, we will be lifting the aircraft. As a result, the ground unexpectedly retract the gear is almost impossible chance. Boeing family of aircraft, as can be "artificial super-control" operation brought home the landing gear handle, "close to" place, resulting in B757, B767, B747, B777 and other models have occurred in the ground before the landing gear put away, the nose hit the ground events. The Airbus aircraft if a similar incident never happened.
The design, manufacturing, the lack of - "crude" - occasional round now, no complete, have contributed to such a potential for human error events; Though there are various "Manual"," procedures "requirement constraints It was always bound to happen but "procedural error"; range from the ground caused the incident, while in plane crash cause; aviation experts generally believe that the best way to prevent errors in the design process to eliminate them.
Boeing to expand after the European Airbus, Boeing successfully absorbed the experience, but also draws less than Boeing's missing are the so-called later came to be perfected.
Of the essay: 3. How to Understand the Aviation Maintenance "human error"
Aviation maintenance human error as "human error" rather than "deliberate act" or "knowingly."
Type of human error as "procedural error" - non-technical, because there are no technical difficulties, only a time sequence, procedures and process of thinking problem. Party loss, busy in error, haste makes waste, can be worth the ... ... with a pigeon, it should not happen again with the "human error" - do not do that, "poor" the point; not to do to do it, "off" a bit "wrong" a little.
If asked the parties: in the last turn before the hydraulic system, why not "keep calm" about the working procedures and the consequences? Indeed, if the final operation in the movement to make the occasion even just 1,2 seconds, the "cool" and "thinking", perhaps from this incident occurred.
Based on the objective listed on the front of the existing factors (time, environmental conditions, personnel psychology), the event inevitably occurred. A recognition of the responsibility of engineers: "I can not explain why I did this wrong." (I can not explain why I made this mistake.)
This group works crew, the day routine and found that the arrangements of the program activities are appropriate; However, some important action has been neglected; to do the right activities, or time pressure, or psychological anxiety, However, based on the wrong order, the result, not the entire activities planned. This is what happened, "human error" in the mechanism of the host. As the saying goes, the more will drown the water; "technicians" many mistakes.
"People always make mistakes" - Murphy's Law says.
Someone goes wrong, usually tend to blame some of the negative elements associated with the error. For example, the "stupid," "lazy," "careless," and so, even to say "how stupid it was committed to a particular mistake," and attributed this in itself is wrong. Because people will not willful errors. Errors in the surrounding environment, people's background, training and other factors, generally provide adequate way of doing things to cause errors in the grounds.
In fact, at different times, in different locations, involving different people, and with the same types of events have been occurring in the repeat. A similar "accident chain" if not fundamentally the crack, the next will be who?
Conclusion
Sound design is the best way to pre-empt mistakes; treatment of the use of repeated problems occur or occurs, the best path is the implementation of design changes; users can not change the design, it is necessary to change his - "before the vehicle overturned after Car commandment. "

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Jul 18th

Bombardier Learjet 40 XR

By MANISH KUMAR

Bombardier Learjet 40 XR

The Bombardier Learjet 40 XR business jet is, without question, the premium aircraft in today’s light jet category, outperforming its competitors on almost every criterion. Its cruise speed is faster than any other aircraft in its class, shortening travel time and bringing destinations closer. With enhanced engines, it is faster off the ground and in the air than his category leader predecessor, the Bombardier Learjet 40.

Bypassing traffic and bad weather, it rockets to 51,000 feet. There, it can fly fully fuelled and loaded with category-leading high-speed cruise, whisking seven passengers to their ultimate destination in comfort and style.

Shorter takeoff distances and time-to-climb out of hot & high airfields
Best-in-class high-speed cruise and payload/range performance
Premium light jet comfort

Learjet 40 XR Interior

As with the Bombardier Learjet 40, the Learjet 40 XR cabin is twenty percent larger than that of any other light business jet. Learjet 40 XR is the tallest in its class, reflecting the aircraft's premium status. With superior style and functionality throughout, every amenity maximizes passenger comfort and productivity.

Capitalizing on its 363 cubic feet (10.28 m3) volume, the aircraft's large cabin offers more seating possibilities than you would expect in a light jet. Its flat floor throughout and "track and swivel" seating enables passengers to move comfortably throughout the aircraft.

Standard floor plan
The standard floor plan provided with the Bombardier Learjet 40 XR business jet offers a forward club-seating configuration that includes two 20-inch (51-cm) executive tables. Two forward-facing seats are positioned directly behind the club arrangement

Learjet 40 XR Performance

Outpacing the competition with its enhanced engine performance, the Bombardier Learjet 40 XR business jet rockets to 51,000 feet (15,545 m) soaring above traffic and bad weather. Fully fueled it flies 7 passengers to their destinations faster than any competing jet.

Learjet 40 XR Technology

With its premium ergonomic environment, “dark cockpit” methodology and advanced avionics, the Bombardier Learjet 40 XR offers pilots more systems safety features than any competitive jet in its class.

Certification

The Bombardier Learjet 40 XR business jet complies with exceptionally rigorous standards. In fact, it is certified to a higher level than any of its direct competitors—higher even than many modern airliners. This ringing endorsement by regulatory bodies testifies to both the technological benchmark the aircraft represents and the safety and reliability its operators can expect.

Regulatory approvals for the Learjet Model 40 XR include Federal Aviation Administration (FAA) Federal Aviation Regulations (FAR) 14CFR Part 25, Amendments 1 to 77 and Joint Aviation Authorities (JAA) Joint Aviation Regulations (JAR) 25 Change 13, including day, night, VFR, IFR and flight into known icing conditions. These are the most stringent standards in the industry, giving these aircraft a higher level of FAA certification than the Airbus 330/340, the same level of JAA certification as the Boeing 777, and distinguishing them as the only narrow-body jets ever to receive JAA approval.

Examples of the demanding standards the Bombardier Learjet 40 XR aircraft meets include:

• 16 G Dynamic Seat Certification, which more accurately simulates dynamic events during an accident, improves seat attachment and restraint system loading, and stiffens requirements related to head impact and leg compression injuries.

• Bird Strike in accordance with the latest amendments to FAR 25.571 (e) (1) and FAR 25.631, which demand the ability to continue safe flight following impact events.

• FAR 25.571 (e) (2) and 25.671 through Amendment 77, which requires flight control redundancy to ensure control of the aircraft in the event of system failure, disconnect or jamming.

• More stringent system requirements through Amendment 77 level of FAR 1309, such as failure hazard assessments with fault-tolerant designs that meet higher reliability criteria.

• Derogation applied in takeoff performance (equivalent to FAR 25 Amendment 92), more accurately depicting the Rejected Takeoff procedure used in flight crew training.

• More stringent ice testing requirements.

Systems

A principal advantage of the Bombardier Learjet 40 XR aircraft over other light business jets is its heritage. Capitalizing on advanced technology successfully developed for the high-performance Learjet 45 program - and leveraging Bombardier's unmatched engineering and integration expertise - all Learjet 40 XR systems assure proven reliability and uncompromising quality. The results are performance excellence, unequalled ease of maintenance and serviceability and total operator confidence. No other aircraft in the category comes even close.

The Bombardier Learjet 40 XR business jet offers a higher level of system redundancy than any aircraft in the category. With diagnostic capability built right in, the onboard systems assure the utmost in reliability and safety, while dramatically reducing the time required for troubleshooting.

• Hydraulically powered anti-skid system for the shortest landing distance in its class

• Hydraulic system powered by two engine-driven pumps

• Flight control systems offer superior handling

• Fuel system requires no fuel control inputs; fuel automatically transfers from the fuselage storage tank to the wing tanks

• Pressurization system provides a sea-level cabin

• Environmental control system provides optimal control of the aircraft environment

• Most effective ice and rain protection; bleed air anti-ice system and wing/stabilizer anti-ice system

• Maintenance diagnostic systems reduce maintenance labor hours

Powerplant

Imagine the power

Imagine: It’s midday in Jackson Hole, Wyoming, when a team of six executives receives an urgent call to return to New York. The temperature is 82° F (28° C), the altitude is 6,444 feet (1,964 m) above Sea Level, the runway is just 6,300 feet (1,920 m) long – and delay is not an option.

Only one light jet can rise to such a challenge. The Bombardier Learjet 40 XR aircraft, with its enhanced engines, takes off with a full complement of passengers and fuel. It powers effortlessly above the Teton Range’s highest peak, climbs directly to 45,000 feet (13,716 m) in under 30 minutes, and flies on to Teterboro, New Jersey – a distance that is over 900 nautical miles (1,667 km) farther than even the performance-driven Learjet 40 business jet could achieve.

While a Maximum Takeoff Weight increase allows the Learjet 40 XR jet to fill both the cabin and the fuel tanks, it is the increased thrust made available by its TFE-731-20-BR engines that make the aircraft’s stellar hot and high performance possible.

Imagine what that extra power can do for you under normal conditions on everyday missions.

Honeywell TFE731-20-BR-1B Engines

The Bombardier Learjet 40 XR executive aircraft is powered by two aft fuselage-mounted TFE731-20-BR-1B turbofan engines from Honeywell Engines & Systems. An upgrade of the TFE731-20-AR-1B engine, developed in partnership with Bombardier for the clean-sheet designed Bombardier Learjet 45 business jet, the TFE731-20-BR-1B brings proven maturity along with a host of high-end features that add value beyond anything else in the light jet category.

Avionics

The Bombardier Learjet 40 XR business jet is equipped with a Honeywell Primus 1000 avionics system, including an Electronic Flight Instrument System (EFIS), equipped with an EICAS, for unparalleled new levels of systems management. The EICAS integrates the multitude of electromechanical instruments that previously were required to display critical engine parameters, offering significant safety and operational benefits. The EFIS, which employs four large displays, presents vital information to the crew in an uncluttered format, simplifying cockpit scan and thereby reducing pilot workload and fatigue.

The Primus 1000 is Category II approach capable. Standard features include:

• EFIS with four 8 x 7 in (20.3 x 17.8 cm) displays

• “Dark Cockpit” methodology presents vital information on a “need-to-know” basis, suppressing extraneous data

• Dual Data Acquisition Units (DAU)

• Dual Micro Air Data Computers (MADC)

• Color Weather Radar with rain echo attenuation compensation

• EICAS provides systems and status information

• Display and Guidance Computers (DGC) integrated with autopilot, flight director, EFIS and EICAS processors

• Dual Attitude and Heading Reference System (AHRS) Fiber Optic Gyros

• Dual Honeywell Primus II Integrated Comm/Nav Radios

• Traffic Collision Avoidance System (TCAS), Enhanced Ground Proximity Warning System (EGPWS), Emergency Locator Transmitter (ELT)

Primary and Multi-Function Flight Displays
Dual Primary Flight Displays (PFD) combine attitude and Horizontal Situation Indicator (HSI) formats with airspeed, vertical speed and other essential information, such as resolution advisories for the optional Traffic Collision Avoidance System (TCAS). The Multi-Function Display (MFD) offers a full spectrum of operational advantages, from weather radar and mapping displays, to a custom e-programmable checklist. Standard pedestal width accommodates single or optional dual FMS installations.

Engine Instrumentation and Crew Alerting System (EICAS)
In addition to Primary and Multi-Function Flight Displays, the EFIS includes an EICAS, which greatly simplifies instrument panel layout and reduces pilot workload. The EICAS display replaces the majority of gauges and warning lights traditionally located throughout a cockpit. It provides engine instrumentation and supplies crew alert information in a prioritized fashion and displays the status of electrical, hydraulic, fuel, environmental and flight control systems using easy-to-read, menu-selectable schematic diagrams.

Autopilot features
The autopilot features a three-axis, fail-passive architecture (i.e. single failures are annunciated, but do not interrupt autopilot functions). This provides the ultimate control possible in all flight conditions, enhancing safety and assuring passenger comfort. A complete selection of optional avionics equipment is available for the Bombardier Learjet 40 XR aircraft.

Optional avionics
To meet current and upcoming FAA and JAR legislation, the following are available: High Frequency (HF) radios and a two-hour Cockpit Voice Recorder (CVR), which replaces the standard CVR. Other popular avionics options available for the Bombardier Learjet 40 XR business jet include airborne telephone systems, a second Flight Management System (FMS), Primus 880 Weather Radar to upgrade from the standard Primus 660 Weather Radar and Honeywell's Airborne Flight Information System (AFIS).

Options

An aircraft is personalized through the many finishing touches that make it your own. Be your tastes conservative or unrestrained, your technology needs modest or cutting-edge, Bombardier Learjet aircraft can be outfitted to meet your preferences with a full complement of interior, exterior, equipment and avionics options.

Extended range
A new increased range option is now available for Learjet 40 XR business jets. This 268 nautical miles (NM) * (496 km) range extension is offered as an option for new Learjet 40 XR aircraft orders and for aircraft previously ordered and scheduled for delivery in the third quarter of the current fiscal year.

Flying at its long range cruise speed of Mach 0.75 (800 km/h), the Learjet 40 XR aircraft now offers a non-stop range of 1,991 NM (3,687 km)* – over 15 percent more distance covered.

The extended range increases travel flexibility to include key city pairs such as London-Cairo 1,942 NM (3,596 km), Singapore-Taipei 1,835 NM (3,398 km), Hong Kong-Jakarta 1,864 NM (3,452 km), New York-Aspen 1,519 NM (2,813 km), and Dubai-Istanbul 1,715 NM (3,176 km)*.

*under certain conditions: 4 passengers, long range cruise speed , zero wind, NBAA (100 NM) IFR fuel reserves, 85 % Boeing annual winds, ISA.

Exterior and Interior Options

Modestly detailed or proudly emblazoned with your corporate colors, the ramp appeal and interior splendor of Bombardier Learjet aircraft is but enhanced with your options - inside and out. A selection of our available options:

Exterior Options

Split Base Coat -- Required for paint schemes that have two different colors for the top and bottom of the aircraft.

Interior Options

Universal Aero-M SATCOM -- Includes a cockpit handset, cabin handset at seat #2 and fax/data port.

Universal Aero-I SATCOM -- The Universal Aero-I SATCOM multi-channel system, in addition to the Aero-M features, provides simultaneous three-channel communication (two voice/fax or modem data channels and one packet data channel).

AirCell Airborne Cellular Telephone -- The AirCell phone is a telephone system that uses the AirCell cellular ground network, interfacing with existing ground cellular systems, but is designed not to interfere with ground-based units. It has one transmitter for airborne operation and another for use on the ground. It is a single-channel telephone with a maximum transmission rate of 9,600 bits per second. It includes a cockpit handset, cabin handset at seat #2 and fax/data port.

Cabin Video System – Single DVD -- The multi-format single digital video disc (DVD) system can play DVDs from all six world regions. The DVD player will also play CDs and MP3s.

Cabin Audio System -- Consists of a CD player with a 10-disc changer, audio amplifier for the four cabin speakers, sub-woofer, individual seat distribution system with headset jacks at each seat location and audio output selection. Six audio headsets are included.

Airshow 400 -- Cabin display of the aircraft's current position, overlayed on a map, alternating with the display of flight information including time to destination, ground speed, altitude and temperature. Also includes a passenger audio briefing capability, cockpit controller and cabin mouse for configuring flight information. The display format includes one of the following map packages:.... North America / South America / Europe / Africa/Middle East / North Pacific / South Pacific... Note: Requires the selection of a video monitor.

Airshow Network -- In addition to Airshow 400 features, Airshow Network includes up-to-the-minute financial news and stock quotes from Bloomberg, news briefs from CNN, business updates from the Wall Street Journal and current sports scores from ESPN SportsTicker. The flight crew can also access and receive airport, regional and national weather updates from the Wall Street Journal. The display format includes one of the following map packages:

North America / South America / Europe / Africa/Middle East / North Pacific / South Pacific... Note: Requires the selection of a video monitor and airborne telephone system. Airshow Network is not compatible with option 23-15-0000 Universal Aero-M SATCOM.

10.4-inch (26 cm) Aft Tracking Video Monitor -- A high-resolution, flat-panel LCD screen, surface-mounted on the forward side of the aft left-hand partition. The system tracks inboard over the aisle during flight for improved viewing.

110 Volt Cabin Power System -- Provides four 110 volt, 60 Hz, AC outlets in the forward galley, aft lavatory and at two specified locations in the cabin area. The inverter has a capacity of 1,200 VA.

Jump Seat -- Folds out from the aft side of the left-hand forward bulkhead. Provides a stable platform while using the forward refreshment center.
Note: Not certified for takeoff or landing.

Slimline Table -- A 10-inch (25-cm) wide table available at seat #4. The table pulls out of the arm ledge and includes appropriate table lights and switching.

Warming Oven -- Located in the forward right-hand cabinet. Powered by the aircraft's 28 VDC non-essential power.

Microwave -- Located in the forward right-hand cabinet. Powered by the aircraft's 115 VAC, 60 Hz non-essential power.
Note: Requires the selection of option 44-61-0000 110 Volt Cabin Power System. The microwave is designed specifically for aircraft use.

Wood Veneer Package, High Gloss Finish -- A single wood veneer in a high gloss finish on all cabinets, tables, etc.

Wood Veneer Package, Satin Finish -- A single wood veneer in a satin finish on all cabinets, tables, etc.

Belted Toilet -- Allows the standard aft toilet to be utilized as a certified 16 G seat for takeoff and landing. Includes a life vest.

Lavatory Sink -- Adds a wash basin and running tepid water, plumbed to the overboard drain.

Equipment Options

Equipment options are designed to facilitate your every mission requirement, be they for added safety or ease of operation.

A selection of our available options:

Concorde Batteries – 28 Ampere-hour (Exchange) -- Includes two Concorde lead acid batteries. Provides the same power as a standard battery.. Note: Exchange for standard NiCad main batteries.

Concorde Batteries – 38 Ampere-hour (Exchange) -- Includes two Concorde lead acid 24 volt, 38 ampere-hour batteries in exchange for the standard SAFT NiCad 24 volt, 27 ampere-hour batteries... Note: Meets JAA compliance requirements.

VARTA Batteries (Exchange) 24-32-0000
Includes two VARTA (VHB) nickel cadmium 24 volt, 38 ampere-hour batteries in exchange for the standard SAFT NiCad 24 volt, 27 ampere-hour batteries.
Note: Meets JAA compliance requirements.

Tail Illumination Package -- Includes two lights, installed on the lower surface of the horizontal stabilizer, which illuminate both sides of the vertical stabilizer for enhanced night runway visibility. The NAV light switch is modified to add a third (NAV/LOGO) position.

Exterior Lighting Package -- Provides flood lighting for the single-point refueling adapter and external baggage door areas.

Lighted Control Wheel Chart Holders -- Installed at each control wheel. Provide illumination of the approach plates... Note: Required for aircraft operating under JAR-OPS 1 regulations.

Pulsating Recognition Lights -- Alternately pulses outboard wing root recognition lights for enhanced aircraft visual identification.

Aircraft Locking Package -- In addition to the standard configuration, which has locks on the entry door, baggage bay door and tailcone door, the optional Aircraft Locking Package provides supplemental locks for both nose avionics doors and the single-point refueling and filler door. All locks are keyed alike.

R134A Air-Conditioning System (Vapor Cycle System) -- The Keith Products Vapor Cycle System provides ground air-conditioning and an auxiliary heater for ground operations. The system features separate forward and aft evaporators that independently condition the cockpit and cabin air. The air-conditioning can be powered by either a Ground Power Unit (GPU) or by both generators operating. The heater can only be powered by a GPU. The cabin and cockpit fans can be operated for air circulation without limitation.

Increased Oxygen Capacity, 40 Cubic Feet (Exchange) -- Increases the aircraft's oxygen system capacity from 23 to 40 cubic feet (651 l to 1,133 l).

Avionics Options

A complete selection of optional avionics equipment is available for Bombardier Learjet aircraft. Whether to meet current and upcoming FAA and EASA legislation, or for the latest airborne telephone systems, Bombardier can outfit your jet accordingly.

A selection of our available options:

Second Universal UNS-1E FMS -- Provides second, pedestal-mounted Universal Avionics UNS-1E FMS. Note: The annual revision service is not included.

Single HF Communication with SELCAL -- The Honeywell KHF-950 provides 280,000 HF frequencies at 2 to 29.999 MHz with 99 pilot-programmable preset channels. The system includes a KCU-951 control and an inverted “V” long wire antenna. The Coltech SELCAL provides selective calling for VHF 1, VHF 2 and HF.

Dual HF Communication with SELCAL -- The dual Honeywell KHF-950 provides 280,000 HF frequencies at 2 to 29.999 MHz with 99 pilot-programmable preset channels. The system includes two KCU-951 controls and a single inverted “V” long wire antenna. Both HF radios can be in operation in the receive mode, but only one radio can be in transmit mode. The Coltech SELCAL provides selective calling for VHF 1, VHF 2, HF 1 and HF 2. Note: Required for certain operations for aircraft operating under JAR-OPS 1 regulations.

Honeywell Airborne Flight Information System (AFIS) -- AFIS interfaces with the FMS to provide the crew with the following services from the Global Data Center: Domestic and International Flight Planning and Filing, Text Weather Services, Dispatching Services, Air Traffic Services and Message Services. The built-in VHF comm communicates with the Global Data Center through the ARINC, SITA and AVICOM networks. Coverage areas include North and Central America, Europe, Japan and parts of South America, Africa, Asia, Australia and the South Pacific. The system includes a Data Management Unit, Data Transfer Unit, Configuration Unit and antenna. Note: The AFIS cannot be selected in combination with option 31-30-0000 Digital Flight Data Recorder.

Primus 880 Radar (Exchange) -- In addition to Primus 660 features, the Primus 880 radar includes Doppler Turbulence Detection, which is displayed on the weather radar map, and Altitude Compensation Tilt, which automatically adjusts radar tilt for changes in altitude.

Dual Angle of Attack Indicators -- Round gauges display the relative angle of attack on pilot and co-pilot instrument panels.

Dual VHF Communication with 8.33 kHz Channel Spacing (Exchange) -- VHF comm radios with 8.33 kHz channel spacing and a frequency range of 118.0 to 136.975 kHz. This option includes an 8.33 kHz capable radio management unit and a CD-850 clearance delivery unit. This radio is required in most European countries for flight above 24,500 feet (7,468 m).

Second Automatic Direction Finder (ADF) -- Adds a second ADF with the same capabilities as the standard unit. Note: This option cannot be selected in combination with Aero-M or Aero-I SATCOM phones options 23-15-0000 and 23-15-0001.

Cockpit Voice Recorder (Exchange) -- A solid-state Cockpit Voice Recorder that records voice and other cockpit sounds and retains them for a minimum of two hours. The unit complies with the requirements of ED-56A and TSO-C123a. Note: Required for aircraft operating under JAR-OPS 1 regulations.

UniLink -- UniLink is a two-way data link which allows the crew to connect with a service provider (currently Universal Weather or Global Data Center) for any number of conveniences, such as pre-departure and oceanic clearances, flight plans, weather (including graphics), digital ATIS, Terminal Weather Information for Pilots (TWIP) and messaging. Weather maps are displayed on the UNS-1E FMS CDU. The built-in VHF comm communicates with the service provider through the ARINC, SITA and AVICOM networks. Coverage areas include North and Central America, Europe, Japan and parts of South America, Africa, Asia, Australia and the South Pacific. Note: An airborne telephone system is required to upload weather maps. Universal Weather is currently the only service provider of graphic weather maps (at the time of printing).

Digital Flight Data Recorder -- A 128-word solid-state recorder that stores a minimum of 25 hours of data and complies with the requirements of FAA, TSO-C124a and EUROCAE ED-55... Note: Required for aircraft operating under JAR-OPS 1 regulations. The Digital Flight Data Recorder cannot be selected in combination with option 23-23-0001 Airborne Flight Information System (AFIS).

Lightning Detection System (LDS) -- The LSZ-860 Lightning Sensor System detects electromagnetic discharges resulting from lightning activity 360 degrees around the aircraft and displays the strikes on the EFIS display with the Weather Radar. It detects lightning activity out to 200 nautical miles (370 km). Note: Installation of this option reduces storage space in the tailcone baggage compartment area.

Warranty

Along with the premium performance capabilities and comfort of the Bombardier Learjet 40 XR comes strong warranty coverage, to help you better forecast cost of ownership(1). Virtually all “Alert and Recommended Service Bulletins” issued by Learjet during the basic aircraft warranty period are covered for parts and labor.

• 5 years on airframe primary metal structure
• 5 years on airframe and airframe systems excluding completion work
• 5 years on green aircraft avionics
• 5 years or 2,000 hours(2) on engines as offered directly from engine manufacturer
• 2 years on paint and completion work

(1) Terms and conditions of the Aircraft Purchase Agreement shall at all times prevail.. (2) Which ever first occurs

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Jun 30th

Turbulence: The Basics

By MANISH KUMAR

Surprising as it is to most people, an airplane moves through air that is itself moving. Moving air flows in ways that are quite similar to moving water, only we cannot see the air currents.

Air currents vary, and flying rapidly from one current to another is what leads to the feeling of turbulence. Some people call this “hitting an air pocket,” but this description is a misnomer. The jolt comes not from falling into a “hole” in the air but from crossing a barrier between different currents.

There are several causes of turbulence:

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Convective currents result from the sun heating the ground, causing air to rise. As the air rises, it cools and forms clouds—those pretty, white, fluffy cumulus clouds that look so nice and soft on the outside and are boiling with activity inside. Hence pilots are always looking for smooth air above the clouds where the convection stops.

After sunset the air is generally much smoother because of a lack of convective activity. But other forms of turbulence can occur at any time, even at night:

•

Obstructions to wind flow cause all kinds of eddies and currents. On a city street you may have seen papers blowing around in circles between buildings; in an airplane you will notice this kind of turbulence when flying over mountains; e.g., especially on the eastern side of the Rockies in the US.

•

Wind shear occurs at the boundary between winds that differ in speed or direction, or both. Common near temperature inversions and at the border between weather fronts, this kind of turbulence is most likely encountered in a large aircraft at high altitudes near the jet stream.

Turbulence: The Dangers

Although turbulence is generally not dangerous, it would be a lie to say that it is never dangerous. So let’s sort out the dangerous aspects of it.

Commercial aircraft prefer to fly “straight and level” (at a constant heading and altitude) because it is convenient. First of all, air traffic controllers have to keep aircraft from flying into each other, and having pilots fly at predictable paths during each segment of a flight makes a controller’s job possible. Second, people tend to get airsick when an airplane moves erratically, so straight and level flight makes things more comfortable for the passengers and crew. And third, because the shortest distance between two points is a straight line, straight and level flight makes for economy. (Actually, since the earth’s surface is curved, aircraft routes are always curves, not straight lines—but that doesn’t matter to this discussion.)

When an aircraft flies through turbulent air, though, it will tend to rock its wings and dip and bob, all because the air in which it is flying is moving every which way. There is nothing dangerous about this because there is no physical law that says an airplane has to fly in a straight line at a constant altitude and at a constant airspeed. If you watch an aerobatic airshow sometime you will realize that airplanes can fly in all sorts of positions—even backwards, for a short time—and still be safe. So, even though level flight may be preferred, if an airplane enters turbulent air, its erratic flight poses no real safety issue to the airplane itself. Usually.

So here is the first real danger of turbulence:
Structural Failure

According to FAA regulations, all aircraft are designed and built to withstand far more stress than occurs in normal flight, including ordinary turbulence. But the turbulent air in severe thunderstorms can be so powerful that it can literally rip an airplane to pieces.

Now, I’m talking here about the danger of flying right into the middle of the biggest and meanest thunderclouds there are. No competent pilot would ever do that deliberately.

It is true that small, general aviation airplanes have often gotten destroyed in thunderstorms, all because the pilot was flying in the clouds and, not having on-board radar to distinguish a thunderstorm from the surrounding clouds, inadvertently flew right into a big thundercloud.

But commercial aviation has a far happier history. Dispatchers who plan the flights will route flights away from thunderstorms. Sometimes they will even cancel flights because of thunderstorms. Pilots of commercial aircraft also have on-board radar to spot and avoid thunderstorms, and they will often request a course change to avoid bad weather. So, if your flight is delayed or cancelled because of weather, be grateful, not angry.

The second real danger of turbulence:
Passenger Injury

When an airplane flies into downward-moving air, the airplane will drop with the air. But anything not securely attached to the airplane itself—such as passengers who are not strapped to their seats—can get thrown around the cabin.

You should be aware that turbulence can be forecast by aviation weather services, so pilots are likely to be aware of it in advance and will try to avoid it. This explains why the “Fasten Seat Belts” sign comes on well before the bumps start. Occasionally, though, turbulence (such as “clear air turbulence” which doesn’t have any clouds around it to give a visual warning) can be unexpected.

Many passengers who get injured because of turbulence are those who, unlike more experienced travelers, do not keep their seat belts loosely fastened at all times.

To be safe, you might want to remember that any time you unfasten your seat belt, whether to feel more “comfortable” or to get up from your seat—regardless of whether or not the seat belt sign is off—you’re risking injury from sudden turbulence. Although injury from turbulence is rare, you should realize that walking around an airplane cabin is not as simple and safe as walking around your living room.

The third real danger of turbulence:
Altitude Loss Near the Ground.

Sudden altitude changes can also be a consequence of flying in turbulent air. When you are thousands of feet above the ground, a few hundred feet of altitude loss doesn’t count for much. But if the airplane is only a few hundred feet above the ground, as when it is in the process of taking off or landing, then a few hundred feet of altitude loss can make all the difference in the world.

Severe turbulence near the ground is usually the result of one of two things:

1.

Wake turbulence occurs when an aircraft leaves a trail of disturbed air behind it simply as a result of its flying through the air. This turbulence is greatest when it is flying slowly during take-off or landing. The turbulence poses no danger to the aircraft itself, but any other aircraft following too closely behind it can fly into the turbulent air and lose control. For this reason, air traffic controllers maintain strict limits of spacing between aircraft, both on arrival and departure. This concern for safety can cause traffic delays, but they are well worth the safety advantage.

2.

Thunderstorms, as I mentioned above, can cause big problems for airplanes flying near them, especially because the storms can produce strong, unexpected downdrafts. And there have been planes that crashed while landing all because the plane dropped onto the ground before it could recover from a sudden downdraft. Thankfully, these accidents of the past have only made pilots more aware of the problem of sudden wind shifts during take-off and landing. In addition, many airports now have special detectors to warn pilots of unusual wind behavior in the vicinity of the airport.

The fourth real danger of turbulence:
Wind Changes Near the Ground.

Turbulent air aloft is not a problem in regard to an aircraft’s airspeed, because no matter how fast the wind is “blowing,” and no matter whether the aircraft is flying “with” or “against” the wind, all that matters aerodynamically is that the aircraft be moving sufficiently fast relative to the air around it to generate the lift necessary to keep flying.

For example, if an aircraft’s airspeed is 300 knots that means it is moving through the air mass around it at 300 knots. If that same mass of air is also moving (relative to the ground) at 300 knots opposite to the direction the aircraft is flying, the aircraft’s airspeed is still 300 knots. Even though we might think that the aircraft is flying “against” the wind, it is really flying quite safely within a moving air mass.

In the above example, although the aircraft has an airspeed of 300 knots, its groundspeed is 0 knots. Technically, it is hovering over the ground because the air is moving it backwards (relative to the ground) at the same rate as the aircraft is flying forwards (relative to the ground). Of course, my example of wind blowing at 300 knots is highly exaggerated, even in the jet stream, and I use the example just to make the point about groundspeed easier to comprehend. More realistically, though, if you watch gliding birds such as hawks and seagulls, you can occasionally see them hover over one spot on the ground just by pointing themselves into the wind and matching their airspeed with the speed of the wind.

On the other hand, if the aircraft flies in an air mass moving in the same direction as the aircraft, the aircraft’s groundspeed will be increased, sometimes dramatically. In fact, air travel across the US from the west coast to the east coast can be greatly facilitated by flying in the west-to-east jet stream. (Flying east-to-west, of course, airplanes avoid the jet stream as best as possible—otherwise, they might end up hovering above the ground, and that’s not an effective way to travel anywhere. )

OK. So understanding this much about airspeed and groundspeed, you can now grasp the safety problem in regard to wind changes when the aircraft is near the ground. If the aircraft is just about to land and suddenly the wind changes to a tail wind, the plane can actually get “blown” right off the end of the runway. In fact, several aircraft accidents have happened like this. In trying to land in the vicinity of a thunderstorm, pilots under pressure to land, rather than divert to another airport, have been surprised by strong, erratic winds and, on touchdown, have landed too far down the runway, lost control, and slid right off the runway.

Please note that sudden, unpredictable wind changes near the ground usually happen because of a thunderstorm in the vicinity of the airport. Wind changes can happen because of a larger weather system such as a front, but such wind changes are usually a matter of changes in wind speed, not radical changes in wind direction. Therefore, strong winds in themselves do not usually cause problems for commercial aviation.

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Apr 1st

ON BOARD MAINTENANCE SYSTEM (OBMS)

By MANISH KUMAR

Purpose of the OBMS (from A320 Manual) REMEMBER ALWAYS REFER TO THE AMM

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The purpose of the onboard maintenance is to provide maintenance personnel with an aid to fault diagnosis further to a complaint of the crew.

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To accomplish this goal:

(1) Each system includes a Built-In-Test Equipment (BITE) used for detection and isolation of faulty equipment. Furthermore the system is able to initiate tests for the purpose of confirming a fault condition or checking that proper system operation is restored after corrective action.

Remark:

To simplify the task of maintenance personnel:

- the faces of the computers and the maintenance test functions have been standardized

- the maintenance messages are displayed in clear English language and always concern the faulty component or, in some cases, the faulty system.

(2) A Centralized Fault Display Interface Unit (CFDIU) acquires and processes (completes, correlates, memorizes and presents) the data transmitted by the BITEs and the warnings which have originated the crew complaint.

(3) The result of fault diagnosis is displayed to the maintenance operator through the Multipurpose Control and Display Units (MCDU) and the Printer which constitute the user interface.

.

Levels of Maintenance

The failure information delivered by the Centralized Fault Display System (CFDS) corresponds to several levels of maintenance.

.

(1) Line maintenance

This maintenance is characterized by rapid intervention of maintenance personnel in a short time period; it is limited to the isolation and replacement of a faulty equipment.

This action consists of the identification and/or confirmation of fault condition(s), the isolation of the fault and the replacement of the faulty unit (i.e the Line Replaceable Unit (LRU)).

A test is carried out before and after the removal/installation procedure to check the correct operation of the system.

.

(2) Hangar or main base maintenance

This maintenance is characterized by intervention of maintenance personnel in a longer time period and generally concerns actions that cannot be performed at line maintenance level, either because the procedures are too lengthy or because more skilled personnel are required.

.

(3) Workshop maintenance

These maintenance actions are performed at regular intervals (check

A, 2A, B...). Intervention of maintenance personnel is then scheduled according to aircraft utilization and concerns the items of equipment for which some mechanical parts are not monitored and/or tested. These failures are called hidden failures.

.

B. System BITE Functions

(1) General

- Each electrical or electronic system of the aircraft includes a fault detection, isolating and storing device called a BITE

- A system consists of a set of removable components called LRUs that are specific to the system and that are said to be internal to the system. In many cases, a system uses data from other systems that can be considered as _sensors_ and that are said to be LRUs external to the system.

Example : In an autopilot, the control unit, the computers which determine the laws and the power systems are internal LRUs.

The air data and inertial reference units, the radio altimeter, are external LRUs.

- The BITE system reacts to any fault affecting operation, whether INTERNAL or EXTERNAL to the system.

- Each LRU is a component internal to a given system and no other.

Example : A pressure sensor used for several systems is taken into account as an internal component by one of these systems only.

- All systems including a BITE system are connected to the CFDIU.

- The systems are connected to the CFDIU by means of the system bus.

Exceptions : the FMGS via the FAC 1 and the EFCS via the FCDC use specific b uses.

- The responsibility for fault detection and isolation lies with the system. The CFDS does not perform any processing and it does not modify the diagnosis made by the system.

- For complex systems, one of the computers plays the role of system

BITE, in other words it collects the maintenance data from the peripheral computers and it ensures the interface between the computers and the CFDS.

NOTE : A system BITE is supposed to analyze the data received with a view to establishing a consolidated diagnosis.

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