Aerospace Division 2020
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Light Commercial and General Aviation Chair: Gerald S
A1J03: Committee on Light Commercial and General Aviation Chair: Gerald S. McDougall, Southeast Missouri State University Light Commercial and General Aviation Growth Opportunities Will Abound GERALD W. BERNSTEIN, Stanford Transportation Group DAVID S. LAWRENCE, Aviation Market Research The new millennium offers numerous opportunities for light commercial and general aviation. The extent to which this diverse industry can take advantage of these opportunities depends on our ability to: (1) maintain steady, albeit slow, economic growth; (2) undertake research and development of new and enhanced technologies that improve performance and lower costs, (3) forge alliances and approach aircraft production from a total system perspective; and (4) develop and maintain an air traffic system (facilities and control) that is able to efficiently accommodate the expected growth in demand for all categories of air travel. The greatest challenge for the industry is whether government policies and regulations continue to adhere to fiscal and monetary policies that promote economic growth worldwide and provide the necessary investments in our air traffic system to reduce congestion and avoid the distorting influences of user fees or artificial limits to access. HELICOPTER AVIATION Subcommittee A1J03 (1) The helicopter industry can be characterized as technologically mature but unstable in the structure of both its manufacturing and operating sectors. This anomaly is the result of worldwide reductions in military helicopter procurement after years of buildup as well as reduced tensions between the United States and the Soviet Union. In addition, and not unrelated to military cutbacks, the trend toward consolidation of military contractors has seriously affected the mostly subsidiary helicopter business. -
Final Report Cessna -152 Aircraft Accident Investigation in Bangladesh
FINAL REPORT CESSNA -152 AIRCRAFT ACCIDENT INVESTIGATION IN BANGLADESH FINAL REPORT Aircraft Cessna-152; Training Flight Call Sign S2-ADI Shah Makhdum Airport, Rajshahi, Bangladesh Cessna-152 Aircraft of Flying Academy & General Aviation Ltd. This is to certify that this report has been compiled as per the provisions of ICAO Annex 13 for all concerned. The report has been authenticated and is hereby Approved by the undersigned with a view to ensuring prevention of aircraft accident and that the purpose of this activity is not to apportion blame or liability. Capt Salahuddin M Rahmatullah Head of Aircraft Accident Investigation Group of Bangladesh CAA Headquarters, Kurmitola, Dhaka, Bangladesh E-mail: [email protected] _____________________________________________________________________________________ AIRCRAFT ACCIDENT INVESTIGATION GROUP OF BANGLADESH (AAIG-BD) 28 MAY 2017 PAGE | 0 FINAL REPORT CESSNA -152 AIRCRAFT ACCIDENT INVESTIGATION IN BANGLADESH TABLE OF CONTENTS SL NO TITLE Page No 0 Synopsis 2 1 BODY (FACTUAL INFORMATION) 2 1.1 Introductory Information 2 1.2 Impact Information 3 Protection and Recovery of Wreckage and Disposal of 1.3 4 Diseased/Injured Persons 1.4 Analytical information 4 2 ANALYSIS 7 2.1 General 7 2.2 Flight Operations and others 7 2.3 Cause Analysis 10 3 CONCLUSION 12 3.1 Findings 12 3.1.2 Crew/Pilot 13 3.1.3 Operations 13 3.1.4 Operator 14 3.1.5 Air Traffic Services and Airport Facilities 14 3.1.6 Medical 14 3.2 CAUSES 14 3.2.1 Primary Causes 14 3.2.2 Primary Contributory Causes 15 4 SAFETY RECOMMENDATIONS 15 _____________________________________________________________________________________ AIRCRAFT ACCIDENT INVESTIGATION GROUP OF BANGLADESH (AAIG-BD) 28 MAY 2017 PAGE | 1 FINAL REPORT CESSNA -152 AIRCRAFT ACCIDENT INVESTIGATION IN BANGLADESH 0. -
General Aviation Activity and Airport Facilities
New Hampshire State Airport System Plan Update CHAPTER 2 - AIRPORT SYSTEM INVENTORY 2.1 INTRODUCTION This chapter describes the existing airport system in New Hampshire as of the end of 2001 and early 2002 and served as the database for the overall System Plan. As such, it was updated throughout the course of the study. This Chapter focuses on the aviation infrastructure that makes up the system of airports in the State, as well as aviation activity, airport facilities, airport financing, airspace and air traffic services, as well as airport access. Chapter 3 discusses the general economic conditions within the regions and municipalities that are served by the airport system. The primary purpose of this data collection and analysis was to provide a comprehensive overview of the aviation system and its key elements. These elements also served as the basis for the subsequent recommendations presented for the airport system. The specific topics covered in this Chapter include: S Data Collection Process S Airport Descriptions S Airport Financing S Airport System Structure S Airspace and Navigational Aids S Capital Improvement Program S Definitions S Scheduled Air Service Summary S Environmental Factors 2.2 DATA COLLECTION PROCESS The data collection was accomplished through a multi-step process that included cataloging existing relevant literature and data, and conducting individual airport surveys and site visits. Division of Aeronautics provided information from their files that included existing airport master plans, FAA Form 5010 Airport Master Records, financial information, and other pertinent data. Two important element of the data collection process included visits to each of the system airports, as well as surveys of airport managers and users. -
GAMA General Aviation Shipment Report 2017
May 8, 2018 General Aviation Aircraft Shipment Report General Aviation Manufacturers Association 1400 K Street NW, Suite 801 | Washington, DC 20005 | USA Rue de la Loi 67 | Brussels 1040 | Belgium 2017 Year End Aircraft Shipments1, 2, 6 by Type Manufactured Worldwide QI QII QIII QIV Year-To-Date Single-Engine Piston 176 224 217 319 936 Multi-Engine Piston 27 41 39 42 149 Total Piston Airplanes 203 265 256 361 1,085 Single-Engine Turboprops 88 116 113 156 473 Multi-Engine Turboprops 14 19 24 33 90 Total Turboprop Airplanes 102 135 137 189 563 Business Jets 130 166 137 244 677 Total Turbine Airplanes 232 301 274 433 1,240 Grand Total Airplane Shipments 435 566 530 794 2,325 Grand Total Airplane Billings $3,711,776,146 $5,318,308,082 $4,091,055,785 $7,079,653,950 $20,200,793,962 Piston Helicopters 58 67 65 74 264 Turbine Helicopters 129 209 133 233 704 Grand Total Helicopter Shipments 187 276 198 307 968 Grand Total Helicopter Billings $569,248,132 $1,307,430,224 $807,121,192 $1,435,910,092 $4,119,709,642 Airplane Shipments1, 2, 6 by Type Manufactured in United States3 Type QI QII QIII QIV Year-To-Date Single-Engine Piston 130 178 168 269 745 Multi-Engine Piston 9 5 12 15 41 Total Piston Airplanes 139 183 180 284 786 Single-Engine Turboprops 67 77 76 103 323 Multi-Engine Turboprops 12 19 24 31 86 Total Turboprop Airplanes 79 96 100 134 409 Business Jets 93 100 97 114 404 Total Turbine Airplanes 172 196 197 248 813 Grand Total 311 379 377 532 1,599 Airplane Shipments1, 2 by Type Manufactured in Europe3 Type QI QII QIII QIV Year-To-Date Single-Engine -
Airport Listings of General Aviation Airports
Appendix B-1: Summary by State Public New ASSET Square Public NPIAS Airports Not State Population in Categories Miles Use Classified SASP Total Primary Nonprimary National Regional Local Basic Alabama 52,419 4,779,736 98 80 75 5 70 18 25 13 14 Alaska 663,267 710,231 408 287 257 29 228 3 68 126 31 Arizona 113,998 6,392,017 79 78 58 9 49 2 10 18 14 5 Arkansas 53,179 2,915,918 99 90 77 4 73 1 11 28 12 21 California 163,696 37,253,956 255 247 191 27 164 9 47 69 19 20 Colorado 104,094 5,029,196 76 65 49 11 38 2 2 27 7 Connecticut 5,543 3,574,097 23 19 13 2 11 2 3 4 2 Delaware 2,489 897,934 11 10 4 4 1 1 1 1 Florida 65,755 18,801,310 129 125 100 19 81 9 32 28 9 3 Georgia 59,425 9,687,653 109 99 98 7 91 4 18 38 14 17 Hawaii 10,931 1,360,301 15 15 7 8 2 6 Idaho 83,570 1,567,582 119 73 37 6 31 1 16 8 6 Illinois 57,914 12,830,632 113 86 8 78 5 9 35 9 20 Indiana 36,418 6,483,802 107 68 65 4 61 1 16 32 11 1 Iowa 56,272 3,046,355 117 109 78 6 72 7 41 16 8 Kansas 82,277 2,853,118 141 134 79 4 75 10 34 18 13 Kentucky 40,409 4,339,367 60 59 55 5 50 7 21 11 11 Louisiana 51,840 4,533,372 75 67 56 7 49 9 19 7 14 Maine 35,385 1,328,361 68 36 35 5 30 2 13 7 8 Maryland 12,407 5,773,552 37 34 18 3 15 2 5 6 2 Massachusetts 10,555 6,547,629 40 38 22 22 4 5 10 3 Michigan 96,716 9,883,640 229 105 95 13 82 2 12 49 14 5 Minnesota 86,939 5,303,925 154 126 97 7 90 3 7 49 22 9 Mississippi 48,430 2,967,297 80 74 73 7 66 10 15 16 25 Missouri 69,704 5,988,927 132 111 76 4 72 2 8 33 16 13 Montana 147,042 989,415 120 114 70 7 63 1 25 33 4 Nebraska 77,354 1,826,341 85 83 -
Benefits of a General Aviation Airport* Compiled by Pavlik and Associates
Benefits of a General Aviation Airport* compiled by Pavlik and Associates for the City of Ennis July 25, 2016 General Aviation is all civil aviation activity other than that of commercial airlines; including business aviation, law enforcement flying, agricultural application, recreational aviation, air medical services, freight and package delivery, and more. • A General Aviation (GA) Airport is an essential community asset. Key economic benefits include: o Economic Multiplier Effect: Business aircraft travel to and from local airports across the country every day, bringing marketing, professional, technical service and support staffers efficiently and quickly to their destination. These individuals, in turn, spend money in the local economy by staying in local hotels and eating at nearby restaurants, creating the economic “multiplier effect” in the area. o Competitive Advantage: Airports help keep existing employers in a community and attract new ones to a region because companies value the transportation and competitive business advantages offered by GA airports. Business developers look for ready access to air transportation when they make decisions on where to locate new operations and facilities. o Essential Access: The ability to move people and goods quickly to and from airports has tangible benefits for everyone, not just air travelers. Overnight mail and package delivery, the transport of fresh fruits, vegetables, flowers and more to locations that would not otherwise have that access, all would not be possible without an airport nearby. • A GA airport allows a city to offer and enjoy expanded services that raise the quality of life in the area, including: o Lifesaving Services: Emergency medical services and air ambulance operators provide critically ill or injured people with timely access to specialized medical treatment through airlift operations, organ transports and more. -
Predicting Accident Rates from GA Pilot Total Flight Hours
Federal Aviation Administration DOT/FAA/AM-15/3 Office of Aerospace Medicine Washington, DC 20591 Predicting Accident Rates From General Aviation Pilot Total Flight Hours William R. Knecht Civil Aerospace Medical Institute, Federal Aviation Administration Oklahoma City, OK 73125 February 2015 Final Report NOTICE This document is disseminated under the sponsorship of the U.S. Department of Transportation in the interest of information exchange. The United States Government assumes no liability for the contents thereof. ___________ This publication and all Office of Aerospace Medicine technical reports are available in full-text from the Federal Aviation Administration website. Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. DOT/FAA/AM-15/3 4. Title and Subtitle 5. Report Date Predicting Accident Rates From General Aviation Pilot Total February 2015 Flight Hours 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. Knecht WR 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) FAA Civil Aerospace Medical Institute P.O. Box 25082 11. Contract or Grant No. Oklahoma City, OK 73125 12. Sponsoring Agency name and Address 13. Type of Report and Period Covered Office of Aerospace Medicine Federal Aviation Administration 800 Independence Ave., S.W. Washington, DC 20591 14. Sponsoring Agency Code 15. Supplemental Notes Work was accomplished under approved task AHRR521 16. Abstract In his 2001 book, The Killing Zone, Paul Craig presented evidence that general aviation (GA) pilot fatalities are related to relative flight experience (total flight hours, or TFH). We therefore ask if there is a range of TFH over which GA pilots are at greatest risk? More broadly, can we predict pilot accident rates, given TFH? Many researchers implicitly assume that GA accident rates are a linear function of TFH when, in fact, that relation appears nonlinear. -
Motorgliding
Be with the in group Do your thing in the air Fly the RF-SB Sperber SPORT-AV/AT/ON WC. 401 HOLMES BL1/O. WOOSTER OF/10 44001 (8161 262-8301 MOTORGLIDING Donald P . Monroe, Editor Vol . 4, No . 8 Published by The Soaring Society of America, Inc . August 1974 Contents Page CONFESSIONS OF A MOTORGLIDER EATE R by Stephen du Pont 2 FOREIGN SCENE, by S . O . Jenko 8 SILVER DISTANCE IN A BUZZ BOMB by Frederick L . Jacobs 1 0 LETTERS 1 1 POSTFLIGHT NOTES 1 4 CLASSIFIED ADS 14 Cover : Nelson Riley, cavorting in his Schleicher AS-K 1 4 Motorgliding is published monthly by The Soaring Society of America, Inc ., whos e offices are at 3200 Airport Avenue, Room 25, Santa Monica, California 90405 . The mailing address is Box 66071, Los Angeles, California 90066 . Subscription to Motor- gliding is $5 .00 ($6 .00 outside of U .S .) for one year (12 issues), beginning wit h the current issue . Back issues are available at 50 each . Second-class postage paid at Santa Monica, California . Reproduction of any of the material printed i n Motorgliding, unless specifically excluded, is encouraged . Readers may wish to cor- respond directly with Harry N . Perl, Chairman, Powered Sailplane Committee, 390 7 California Way, Livermore, California 95440 ; or Richard Schreder, Chairman, Air- worthiness and Certification Committee, Box 488, Bryan, Ohio 43506 . ADVERTISING RATES, CONDITIONS AND SIZE S Display ads : $15 for 4 page ; $25 for ½ page and $40 for full page . Prices are for full-size, photo-ready copy . Extra charges for make-up, $3 .00 to $5 .00 ; reductions , $2 .00 ; and photos, $2 .50 . -
Auflage Nliste
"2//.."M/MN/.M//M.......ild /1 \ Informationsgemeinschaft / . 79 zur Feststellung der Verbreitung von Lül/4.-Y Y.• 1• \ Werbeträgern e.V. (IVW) 9 Tageszeitungen 118 Wochenzeitungen 121 Supplements 132 Publikumszeitschriften 181 Kundenzeitschriften 184 Fachzeitschriften 252 Analysen-Prüfung Fachzeitschriften 253 Kalender 254 Offertenblätter 256 Handbücher 258 Wirtschaftsnachschlagewerke 280 Branchen-Telefonbücher Gelbe Seiten AUFLAGE NLISTE Informationsgemeinschaft ~ zur Feststellung der Verbreitung von Werbeträgern e.V. (IVW) Herausgeber: Informationsgemeinschaft zur Feststellung der Verbreitung von Werbeträgern e. V. (IVW) Postfach 20 14 14 Alle Rechte vorbehalten. 53144 Bonn Nachdruck oder Vervielfältigung, Telefon (02 28) 8 20 92-50 auch auszugsweise, Telefax (02 28) 36 51 41 nur mit Genehmigung der IVW Erläuterungen SEITE : 002 Erscheinungsorte der Zeitungen , deren Titeln die Angabe dieses Ortes ABO-EX: abonnierte Exemplare; also Stücke für feste, zahlende Bezie- VERKAUF: die entgeltlich an Dritte abgegebenen Stücke nicht zu entnehmen ist, sind in einer einleitenden Übersicht zusammen- her, die geliefert werden an: DAVÌ.Z-ST: Lesezirkel (bei Kundenzeitschriften) gefaßt (s. Seite 4). 1. Ernpfänger, die den regulären Bezugspreis zahlen (Abonnenten) FREi-ST: alle unentgeltlich an Dritte abgegebenen Exemplare, jedoch 2. Buchhändler, die ohne Remissionsrecht für ihre Abonnenten bezie- keine Belegstücke IVW-Statistik hen, und werbenden Zeitschriftenhandel DRUCKAUFL : die Druckauflage ohne Makulatur ( bei Kundenzeitschriften Tabellarische Übersicht über die Auflagenzahlen je Gruppe; die Ergeb- 3. Mitglieder eines Vereins, wenn die Lieferung laut Impressum im Rah- und Kalendern) nisse des Berichtszeitraumes und des vorangegangenen Quartals sind men eines Mitgliedsbeitrages erfolgt ; diese Exemplare werden unter BINDEAUFL: Bindeauflage; die abgabefertig gebundenen Exemplare (bei gegenübergestellt (s. Seite 6); der Bezeichnung DAV MITGL zusätzlich gesondert ausgewiesen Handbüchern) graphische Darstellung der Entwicklung von Auflagenzahlen (s.Seite 7) 4. -
Basisdaten 2016 1
Verzeichnis der Tabellen und Grafiken Media Perspektiven Basisdaten 2016 1 Seite Rundfunk: Programmangebot und Empfangssituation TV-Haushalte nach Empfangsebenen in Deutschland 2016 4 Empfangspotenzial der deutschen Fernsehsender 2016 4 Öffentlich-rechtlicher Rundfunk: Erträge/Leistungen Rundfunkgebühren/Rundfunkbeitrag 6 Erträge aus der Rundfunkgebühr bzw. dem Rundfunkbeitrag 7 Werbefunkumsätze der ARD-Werbung 7 Werbefernsehumsätze von ARD und ZDF 7 Programmleistung der ARD 2015: Erstes Fernsehprogramm 8 Programmleistung von ARD und ZDF für KiKA und Phoenix 2015 8 Programmleistung von ARD und ZDF für Arte 2015 9 Programmleistung des ZDF 2015 9 Programmleistung von 3sat 2015 10 Programmleistung von Deutschlandradio 2015 10 Programmleistung der Deutschen Welle 2015 11 Programmleistung der ARD 2015: Hörfunk 11 Privater Rundfunk: Erträge/Leistungen Werbeumsätze privater Hörfunkanbieter 12 Bruttowerbeumsätze privater Fernsehanbieter 12 Programmleistung von RTL 2015 13 Programmleistung von ProSieben 2015 14 Programmleistung von Sat.1 2015 14 Programmleistung von VOX 2015 14 Programmleistung von Super RTL 2015 15 Programmleistung von RTL II 2015 15 Programmleistung von kabel eins 2015 16 Programmleistung von Sport1 2015 16 Programmprofile im dualen Rundfunksystem Spartenprofile von Das Erste, ZDF, RTL, Sat.1 und ProSieben 2013 bis 2015 17 Programmstruktur 2015: Sparten und Formen von Das Erste, ZDF, RTL, Sat.1 und ProSieben 19 Themenstruktur der wichtigsten Nachrichtensendungen von ARD, ZDF, RTL und Sat.1 22 Themenkategorien und ausgewählte -
Kapitel II: Konzentrationsentwicklung Im Privaten Rundfunk
Kapitel II Konzentrationsentwicklung im privaten Rundfunk 1 Bundesweites Fernsehen 1.1 Entwicklung des Programmangebots Bundesweit wurden in Deutschland zum Ende des ersten Halbjahres 2006 37 Free-TV- (davon acht Vollprogramme), 50 Pay-TV-Kanäle und zwei Programme im Handy-TV-Format ausgestrahlt. Weitere 59 Programme verfügten zwar über eine Sendelizenz, waren aber nicht auf Sendung. Diese Angaben basieren auf der von der KEK erstellten Programmliste 2006 (Stand: 30. Juni 2006), die gemäß § 26 Abs. 7 RStV jährlich zu aktualisieren und von den Landesmedienanstalten zu veröffentlichen ist (siehe unter http://www.alm.de/uploads/media/Programmliste_2006.pdf). In der Programmliste sind in alphabetischer Reihenfolge alle bundesweit lizenzierten privaten Fernsehsender sowie die Programmveranstalter und deren Beteiligte aufgeführt. Diese Angaben basieren auf Auskünften der Fernsehveranstalter und auf allgemein zugänglichen Quellen. Zudem sind auf der Website der KEK die Senderangaben sowie die Beteiligungsverhältnisse der Programm- veranstalter in ständig aktualisierter Form abrufbar (vgl. www.kek-online.de, Rubrik Medienkonzen- tration/Beteiligungsverhältnisse/Fernsehsender). Die Entwicklung der privaten bundesweiten Fernsehangebote im Zeitraum Juli 1998 bis Juli 2006 verdeutlicht Abbildung II–1. Dargestellt ist die Anzahl der jeweils veranstalteten Voll- und Spartenprogramme, die Anzahl der ausschließlich digital empfangbaren Spartenkanäle, der Pay- per-View-Angebote, Drittfensterprogramme und fernsehähnlichen Mediendienste, nicht aber die Anzahl der lokalen und regionalen Fernsehangebote. Die Anzahl der bundesweit veranstalteten Fernsehprogramme hat insbesondere in den Jahren 2003 bis 2006 kontinuierlich zugenommen und sich in diesen Zeiträumen nahezu verdoppelt. Anders ist die Entwicklung bei den Sendern bzw. Sendergruppierungen. Hier traten keine signifi- kanten Veränderungen ein. Bei Großveranstaltungen, wie z. B. der Fußball-Weltmeisterschaft 2006, hat das Public Viewing in besonderem Maße das öffentliche Interesse gefunden. -
Best Glide Speed and Distance
General Aviation FAA Joint Steering Committee Aviation Safety Safety Enhancement Topic Best Glide Speed and Distance The General Aviation Joint Steering Committee (GAJSC) has determined that a significant number of general aviation fatalities could be avoided if pilots were better informed and trained in determining and flying their aircraft at the best glide speed while maneuvering to complete a forced landing. What is Best Glide Speed? Keep in mind that this speed will increase with weight so most manufacturers will establish Is it the speed that will get you the greatest the best glide speed at gross weight for the aircraft. distance? Or is it the speed that gets you the That means your best glide speed will be a little longest time in the air? Or are these two the same lower for lower aircraft weights. — the longer you fly, the further you go? Well, as so often is the case, best glide speed depends on what Need More Time? you’re trying to do. If you’re more interested in staying in the air Going the Distance as long as possible to either fix the problem or to communicate your intentions and prepare for a If it’s distance you want, than you’ll need to forced landing, then minimum sink speed is what use the speed and configuration that will get you you’ll need. This speed is rarely found in Pilot the most distance forward for each increment of Operating Handbooks, but it will be a little slower altitude lost. This is often referred to as best glide than maximum glide range speed.