AS YOU KNOW AFTER FINISHING COURSE WE HAVE TO WORK UNPAID OR WE GET VRY LITTLE AMOUNT OF SALARY? AS IN OTHER FEILD EVEN STIPEND IS VRY MUCH HIGER THEN OUR STARTING SALARY THEN WHO IS RESPONSIBLE FOR THIS??

1. OUR SENIORS-THEY WERE READY TO WORK UNPAID.
   
2. GOVERNMENT OF INDIA
   
3. AME SCHOOLS
   
4. GOVT & PRIVATE AIRLINES(ORGANISATION)
   
5. DGCA
   
6. PLEASE WRITE YOUR COMMENTS
   

HERE ARE FEW COMMENTS RECEIVED TO THIS QUESTION ON AMEVOICE ORKUT COMMUNITY--

1. Aviation field is corrupted by Air force people because......they just entering into aviation and showing blady experience,and that's a great effect to young guns in the interviews............

This blog is started by DEEPRAJ BHATTACHARYA.  I have just moved his blog in Right place......Click  here to visit his profile    DEEPRAJ BHATTACHARYA



Dear All,
           In todays world, it is always better to have a professional  qualification because you always get an edge over others. But where do we stand now? After 3 years of rigorous classroom & practical training ( in my time it was 3 & 1/2 yrs) you have to run from post to pillars to get an apprenticeship. After completion of that(If you are lucky enough to get one), you are again running from pillars to postbut this time only for a job in any airline.Because we don't have any other place to go. After all these years we get a certificate approved by DGCA,thats all. It is neither a degree, nor a diploma.So our basic qualification remains 10+2(unless someone has done his graduation).

Glass Cockpit

A glass cockpit is an aircraft cockpit that features electronic instrument displays. Where a traditional cockpit relies on numerous mechanical gauges to display information, a glass cockpit utilizes several computer displays that can be adjusted to display flight information as needed. This simplifies aircraft operation and navigation and allows pilots to focus only on the most pertinent information. They are also highly popular with airline companies as they usually eliminate the need to employ a flight engineer.

DESCRIPTION

The primary component of the glass cockpit is the Electronic Flight Instrument System (EFIS), which displays all information regarding the aircraft’s situation, position and progress. Comprising left- and right-side primary flight display (PFD) and navigation display (nav) screens, EFIS primarily covers horizontal and vertical position, but also indicates time and speed. The second part of the glass cockpit, comprising over-and-under center display screens, shows the aircraft’s systems conditions and engines performance. This is variously called EICAS (Engine Indications and Crew Alerting System) or ECAM (Electronic Centralised Aircraft Monitor), the former being the Boeing term and the latter Airbus’ acronym. All this information is graphically presented in a ‘need-to-know’ basis, however the pilot may query the system for further details of interest.

Early glass cockpits, found in the Boeing 737 Classic, 757 and 767-200/-300, and in the Airbus A300-600 and A310, used EFIS to display attitude and navigational information only, with traditional mechanical gauges retained for airspeed, altitude and vertical speed. Later glass cockpits, found in the Boeing 747-400, 767-400, 777, A320, and later Airbuses, have replaced completely the numerous mechanical gauges and warning lights present in previous generation aircraft.

HISTORY

Prior to the 1970s, air transport operations were not considered sufficiently demanding to require advanced equipment like electronic flight displays. Also, computer technology was not at a level where sufficiently light and powerful circuits were available. The increasing complexity of transport aircraft, the advent of digital systems and the growing air traffic congestion around airports began to change that.

The average transport aircraft in the mid-1970s had more than 100 cockpit instruments and controls, and the primary flight instruments were already crowded with indicators, crossbars, and symbols. In other words, the growing number of cockpit elements were competing for cockpit space and pilot attention. As a result, NASA conducted research on displays that could process the raw aircraft system and flight data into an integrated, easily understood picture of the aircraft flight situation, culminating in a series of demonstration flights to demonstrate a full glass cockpit system.

The success of the NASA-led glass cockpit work is reflected in the total acceptance of electronic flight displays beginning with the introduction of the Boeing 767 in 1982. Airlines and their passengers alike have benefited. The safety and efficiency of flights have been increased with improved pilot understanding of the aircraft’s situation relative to its environment.

By the end of the 1990s, LCD display panels were increasingly favored among aircraft manufacturers because of their efficiency, reliability and legibility. Earlier CRT display panels suffered from poor legibility at some viewing angles and poor response times, making them unsuitable for aviation uses. Modern aircraft such as the Boeing 777, Boeing 787, and Boeing 747-400, Boeing 767-400ER, Airbus A320 family (enhanced version), Airbus A330, Airbus A340 , Airbus A380 and Airbus A350 are fitted with glass cockpits consisting of liquid crystal display (LCD) units

 

The glass cockpit has become standard equipment in airliners, business jets, and military aircraft, and was even fitted into NASA’s Space Shuttle orbiters Atlantis, Columbia, Discovery, and Endeavour, and the current Russian Soyuz TMA model spacecraft that was launched in 2002. By the end of the century glass cockpits began appearing in general aviation aircraft as well. By 2005, even basic trainers like the Piper Cherokee and Cessna 172 were shipping with glass cockpits as options (which nearly all customers chose), and many modern aircraft such as the Diamond Aircraft twin-engine travel and training aircraft DA42 are only available with glass cockpit.

FUTURE DEVELOPMENTS

Unlike the previous era of glass cockpits-where designers merely copied the look and feel of conventional electromechanical instruments onto cathode ray tubes-the new displays represent a true departure. They look and behave a lot like computers with windows and data that can be manipulated with point-and-click devices. They also add terrain, approach charts, weather, vertical displays, and 3D navigation images.

The improved concepts enables aircraft makers to customize cockpits to a greater degree than previously. All of the manufacturers involved have chosen to do so in one way or another-such as using a trackball, thumb pad or joystick as a pilot-input device in a computer-style environment. Many of the modifications offered by the aircraft manufacturers improve situational awareness and customize the man-machine interface to enhance safety.

As aircraft displays have modernized, the sensors that feed them have modernized as well. Traditional gyroscopic flight instruments have been replaced by Attitude and Heading Reference Systems (AHRS) and Air Data Computers (ADCs), improving reliability and reducing cost and maintenance. GPS receivers are frequently integrated into glass cockpits.

All new airliners such as the Airbus A380, the Boeing 787 and private jets such as Dassault Falcon 900 and Eclipse 500 use glass cockpits. Certain general aviation aircraft, such as the 4-seat Diamond Aircraft DA40, DA42 and DA50 and the 4-seat Cirrus Design SR20 and SR22, are available only with glass cockpits. Systems such as the Garmin G1000 are now available on many new GA aircraft, including the classic Cessna 172.

Glass cockpits are also very popular as a retrofit for older, private jets such as Dassault Falcons, Raytheon Hawkers, Bombardier Challengers, Cessna Citations, Gulfstreams, King Airs, Learjets, Astras and many others. Aviation service companies work closely with equipment manufacturers to address the needs of the owners of these aircraft.

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)

 

The Gravity-Powered Aircraft

I am not too concerned about a shock absorber or something like that. But when I am 30000 feet above ground, I want all safety related parts to be working perfectly in an aircraft. And instead of being paranoid, I choose to be informed.

So, this article is about Aircraft parts. Knowledge and familiarity should clear some apprehensions that ignorance might create.

Let us begin by exploring the visible parts of an airplane. To begin with, we have the cockpit. This is where the pilot sits and controls the craft. Hence, all navigational controls end up here. This is the heart of all avionics, which is a contraction for aviation electronics. Maybe, I should call it the brain of all avionics as only the final controls reside in the cockpit.

Other than navigational controls, communication and cabin controls are also predominantly available in the cockpit. So, expect to see a lot of dials, knobs, screens, light emitting diodes, bulbs, and switches. If you have ever had an opportunity to look inside a cockpit, even if you were only looking at a photograph, you would certainly have marveled at the extent of gadgetry involved.

Before Flight

        
deccan360.in

G R Gopinath, who founded India's first budget carrier Air Deccan, on  Friday announced the launch of a door-to-door international freight and cargo service with effect from 27 May.

The freight carrier, 'Deccan 360, which will start with an A310 freighter, will add two more and will operate on its own fleet of aircraft. Later, the fleet will have three more ATR aircraft for regional operations.

''We will start with one A310 freighter. We expect two more to be inducted by next month and three ATR aircraft later,'' Gopinath said, adding, ''There is tremendous scope for freight operations in India.''

Initially, the freight carrier will operate in the Delhi-Chennai-Hong Kong-Dubai sector, targeting multiple industry verticals such as automotive spare parts, textiles, pharmaceutical, machinery and heavy equipment, banking and organised retail.

Later, the air cargo operations would be extended to all parts of the country.

Jet makes emergency foam landing at German airport

STUTTGART, Germany — A passenger jet made an emergency landing Monday on a protective layer of foam at Germany’s Stuttgart airport after having problems with its landing gear.

One passenger was lightly injured and a stewardess was taken to a hospital for observation, said Contact Air, which operated the flight. It said that all the passengers were able to leave the plan via its emergency slides.

The plane was flying in from Berlin’s Tegel airport with 73 passengers and five crew members on board, airline manager Manfred Gaertner said.

The airline said despite several attempts, the crew had been unable to get the plane’s landing gear to deploy fully. The jet landed on the foam with the landing gear only partly extended.

Among those on board the Fokker 100 was Franz Muentefering, the chairman of one of Germany’s governing parties, the center-left Social Democrats.

“It was a very serious situation,” Muentefering said in a statement. “We circled for a long time, attempted the approach and then had to make an emergency landing.”

There was thousands of little renown,
And these were the men, who worked on the planes,
But kept their feet on the ground
We all know the name of Lindbergh,
And we’ve read of his flight of fame,
But think, if you can, of his maintenance man,
Can you remember his name?............ (mechanic and technician)

Pilots are highly trained people
And wings are not easily won….
But without the work of the maintenance man
Our pilots are totally torn and worn,
So when you see mighty aircraft,
As they mark their way through the air,
The grease stained man with the wrench in his
Hand is the man who put them there.