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Aero Twin, Inc. STC for Rudder Gust Lock
-- ST02540AK Aero Twin, Inc. 2403 Merrill Field Drive Anchorage, AK 99501 A43EU Airbus Defense and Space S. A. C-212-CB, CC, CD, CE, CF, DF, DE Fabrication and installation of Aero Twin, Inc., Rudder Gust Lock Kit No. 4111-212 on Airbus Defense and Space S. A. C-212 aircraft in accordance with Aero Twin, Inc., Master Data List No. 4111-212-MDL, Original Issue, dated May 8, 2020, or later FAA approved revision. : 1. The compatibility of this design change with previously approved modifications must be determined by the installer. 2. If the holder agrees to permit another person to use this Certificate to alter the product, the holder shall give the other person written evidence of that permission. 3. Instructions for Continued Airworthiness, Aero Twin, Inc. document number 4111-212-ICA, Original Issue, dated May 8, 2020, or later FAA accepted revision is a required part of this modification. 4. Airplane Flight Manual Supplement (AFMS), Aero Twin Doc. No. 4111-212-AFMS, Original Issue, dated August 27, 2020, or later FAA approved revision is a required part of this modification. November 20, 2017 September 8, 2020 _______________________________________________________ (Signature) August A. Asay Manager, Anchorage Aircraft Certification Office _______________________________________________________ (Title) _____________________________________________________________________________________________________________________________________ Any alteration of this certificate is punishable by a fine of not exceeding $1,000, or imprisonment not exceeding 3 years, or both. _____________________________________________________________________________________________________________________________________ FAA FORM 8110-2(10-68) PAGE 1 of 2 PAGES This certificate may be transferred in accordance with FAR 21.47. INSTRUCTIONS: The transfer endorsement below may be used to notify the appropriate FAA Regional Office of the transfer of this Supplemental Type Certificate. -
Aviation Maintenance Alerts
ADVISORY CIRCULAR 43-16A AVIATION MAINTENANCE ALERTS ALERT FEBRUARY NUMBER 2006 331 CONTENTS AIRPLANES AVIAT .........................................................................................................................................1 BEECH ........................................................................................................................................2 CESSNA ......................................................................................................................................4 DASSAULT.................................................................................................................................6 GULFSTREAM...........................................................................................................................8 ISRAEL AIRCRAFT.................................................................................................................11 PIPER.........................................................................................................................................13 RAYTHEON..............................................................................................................................15 HELICOPTERS AGUSTA ...................................................................................................................................16 POWERPLANTS PRATT & WHITNEY ...............................................................................................................16 ACCESSORIES AERO-TRIM .............................................................................................................................18 -
Advisory Circular (AC)
U.S. Department Advisory of Transportation Federal Aviation Administration Circular Subject: Parts 91, 121, 125, and 135 Date: 7/30/12 AC No: 120-74B Flightcrew Procedures During Taxi Initiated by: Change: Operations AFS-200/800 1. PURPOSE. This advisory circular (AC) provides guidelines for the development and implementation of standard operating procedures (SOP) for conducting safe aircraft operations during taxiing to avoid causing a runway incursion. In accordance with Federal Aviation Administration (FAA) Order 7050.1, Runway Safety Program, the definition of a runway incursion is any occurrence at an aerodrome involving the incorrect presence of an aircraft, vehicle, or person on the protected area of a surface designated for the landing and takeoff of aircraft. It is intended for use by persons operating aircraft with two or more pilots on the flight deck under Title 14 of the Code of Federal Regulations (14 CFR) parts 91, 121, 125, and 135. The FAA recommends that these guidelines become an integral part of all SOPs, flight operations manuals (FOM), and formal flightcrew member training programs. The use of flightcrew SOPs should be emphasized and employed during all phases of flight, including ground operations. Appendices 1 and 2 of this AC contain examples of SOPs that are identical or similar to some SOPs currently in use. These appendices are not directive or prescriptive in nature and do not represent a rigid FAA view of Best Practices. SOPs may vary among fleets and among certificate holders and may change over time. Operators may integrate the information contained in Appendices 1 and 2 into their fleet-specific, route-specific, and equipment-specific operations and checklists. -
Estimation of Aircraft Taxi-Out Fuel Burn Using Flight Data Recorder Archives
Estimation of Aircraft Taxi-out Fuel Burn using Flight Data Recorder Archives Harshad Khadilkar∗ and Hamsa Balakrishnany Massachusetts Institute of Technology, Cambridge, MA 02139, USA The taxi-out phase of a flight accounts for a significant fraction of total fuel burn for aircraft. In addition, surface fuel burn is also a major contributor to CO2 emissions in the vicinity of airports. It is therefore desirable to have accurate estimates of fuel consumption on the ground. This paper builds a model for estimation of on-ground fuel consumption of an aircraft, given its surface trajectory. Flight Data Recorder archives are used for this purpose. The taxi-out fuel burn is modeled as a linear function of several factors including the taxi-out time, number of stops, number of turns, and number of acceleration events. The statistical significance of each potential factor is investigated. The parameters of the model are estimated using least-squares regression. Since these parameters are estimated using data from operational aircraft, they provide more accurate estimates of fuel burn than methods that use idealized physical models of fuel consumption based on aircraft velocity profiles, or the baseline fuel consumption estimates provided by the International Civil Aviation Organization. Our analysis shows that in addition to the total taxi time, the number of acceleration events is a significant factor in determining taxi fuel consumption. Nomenclature ICAO International Civil Aviation Organization FDR Flight Data Recorder MTOW Maximum TakeOff Weight Tamb Ambient absolute temperature f Total fuel consumed during taxi-out t Taxi-out time ns Number of stops nt Number of turns na Number of acceleration events I. -
Assessment Method of Fuel Consumption and Emissions of Aircraft During Taxiing on Airport Surface Under Given Meteorological Conditions
sustainability Article Assessment Method of Fuel Consumption and Emissions of Aircraft during Taxiing on Airport Surface under Given Meteorological Conditions Ming Zhang * , Qianwen Huang, Sihan Liu and Huiying Li College of Civil Aviation, Nanjing University of Aeronautics and Astronautics, Nanjing 210016, China; [email protected] (Q.H.); [email protected] (S.L.); [email protected] (H.L.) * Correspondence: [email protected] or [email protected] Received: 27 September 2019; Accepted: 31 October 2019; Published: 2 November 2019 Abstract: Reducing fuel consumption and emissions of aircrafts during taxiing on airport surfaces is crucial to decrease the operating costs of airline companies and construct green airports. At present, relevant studies have barely investigated the influences of the operation environment, such as low visibility and traffic conflict in airports, reducing the assessment accuracy of fuel consumption and emissions. Multiple aircraft ground propulsion systems on airport surfaces, especially the electric green taxiing system, have attracted wide attention in the industry. Assessing differences in fuel consumption and emissions under different taxiing modes is difficult because environmental factors were hardly considered in previous assessments. Therefore, an innovative study was conducted based on practical running data of quick access recorders and climate data: (1) Low visibility and taxiing conflict on airport surfaces were inputted into the calculation model of fuel consumption to set up a modified model of fuel consumption and emissions. (2) Fuel consumption and emissions models under full- and single-engine taxiing, external aircraft ground propulsion systems, and electric green taxiing system could accurately estimate fuel consumption and emissions under different taxiing modes based on the modified model. -
Automation of Taxiing Jaroslav Burs´Ik1, Jakub Kraus1*, Marek Stumperˇ 1
Czech Technical University in Prague Magazine of Aviation Development Faculty of Transportation Sciences 5(1):6-11, 2017, ISSN: 1805-7578 Department of Air Transport DOI: 10.14311/MAD.2017.01.01 Automation of Taxiing Jaroslav Burs´ık1, Jakub Kraus1*, Marek Stumperˇ 1 1Department of Air Transport, Faculty of Transportation Sciences, Czech Technical University in Prague, Prague, Czech Republic *Corresponding author: Czech Technical University in Prague, Faculty of Transportation Sciences, Department of Air Transport, Horska´ 3, 128 03 Prague, Czech Republic, Email: [email protected] Abstract The article focuses on the possibility of automation of taxiing, which is the part of a flight, which, under adverse weather conditions, greatly reduces the operational usability of an airport, and is the only part of a flight that has not been affected by automation, yet. Taxiing is currently handled manually by the pilot, who controls the airplane based on information from visual perception. The article primarily deals with possible ways of obtaining navigational information, and its automatic transfer to the controls. Analyzed wand assessed were currently available technologies such as computer vision, Light Detection and Ranging and Global Navigation Satellite System, which are useful for navigation and their general implementation into an airplane was designed. Obstacles to the implementation were identified, too. The result is a proposed combination of systems along with their installation into airplane’s systems so that it is possible to use the automated taxiing. Keywords Aircraft control — Automation — Safety — Taxiing — Taxiway 1. Introduction The use of GNSS (with or without augmentation) as a single source of navigational data, for navigating on taxiways, has certain limitations. -
Chapter 5: Airport 5: Airport Facility Facilityrequirements Requirements 75 75
LAST UPDATE JULY 2013 Acknowledgements The preparation of this document was financed in part by a grant from the Federal Aviation Administration (Project No: 3-27-0000-07-10), with the financial support of the MnDOT Office of Aeronautics. The contents do not necessarily reflect the official views or the policy of the FAA. Acceptance of this report does not in any way constitute a commitment to fund the development depicted herin. Document prepared by MnDOT Office of Aeronautics and HNTB Corporation. MINNESOTA GO STATE AVIATION SYSTEM PLAN TABLE OF CONTENTS Chapter 1: Introduction and System Goals 1 Chapter 2: Inventory 29 Chapter 3: Forecast 43 Chapter 4: Airline Service 63 ChapterChapter 5: Airport 5: Airport Facility FacilityRequirements Requirements 75 75 Chapter 6: Performance Report 97 Chapter 7: Investment Plan and System Recommendations 161 Chapter 8: A Future Vision of Aviation 195 Appendices 215 CHAPTER 5 AIRPORT FACILITY REQUIREMENTS This page intentionally left blank. MINNESOTA GO STATE AVIATION SYSTEM PLAN Chapter 5 AIRPORT FACILITY REQUIREMENTS CHAPTER 5 AIRPORT FACILITY REQUIREMENTS PAGE 75 This page intentionally left blank. PAGE 76 MINNESOTA GO STATE AVIATION SYSTEM PLAN AIRPORT FACILITY REQUIREMENTS This chapter outlines the state’s airport facility requirements necessary to accommodate aviation demand in Minnesota over the next 20 years as well as the processes and assumptions used to analyze them. Airport facility requirements are useful in planning how to expend anticipated revenues and are identified through consideration of an individual airport’s existing facilities (Chapter 2: Inventory), airport activity forecasts (Chapter 3: Forecast), and certain minimum objectives established for the system (Table 5-2). -
2018 KODIAK 100, Series II Serial Number: 100-253 Registration: N352CL
2018 KODIAK 100, Series II Serial Number: 100-253 Registration: N352CL www.modern-aviation.com | [email protected]| 1.206.762.6000 2018 KODIAK 100, Series II Serial Number: 100-253 Registration: N352CL AIRCRAFT HIGHLIGHTS • Upgraded Timberline Interior Seating • TKS Ice Protection • 10-Place Oxygen Upgrade • Air Conditioning • Garmin G1000 Nxi Avionics Suite Airframe Total Time Since New Airframe 60 Hrs Engine 1 60 Hrs Modern Aviation Aircraft Sales *All Specifications subject to independent verification Options Options Installed on Kodiak S/N 253 Kodiak Series II Standard Equipped Aircraft $2,150,000 Series II Paint Scheme allover white with black and silver stripes External baggage compartment $94,500 TKS Ice Protection System (Tank in Cargo Pod) $124,500 29” Tire Combo $1,750 GTS 800 TAS/WX-500 Stormscope Package $28,700 GDL 69A-XM Data Link with Audio Infotainment $6,950 ChartView Enable Card $5,000 Timberline Interior (Warm Brown) 4 seats $20,000 2 additional seats $17,700 10-place oxygen system $10,000 Bose A20 Headset (Passenger) (x2) $ 2,190 Air Conditioning $42,500 Total Retail Price as Optioned $2,503,790 Modern Aviation Aircraft Sales *All Specifications subject to independent verification Avionics and Equipment AVIONICS ENGINE INSTRUMENTS (Fully integrated in the G1000NXI) •Garmin G1000NXi Integrated Avionics Suite: • Torque (ft-lb) • RPM Prop •(2) Primary Flight Displays – PFD • ITT •Multifunction Display – MFD • RPM NG (%) •All three are next gen, high resolution 10. inch displays • Oil Temp/Pressure •Enhanced -
Greener Aircraft Taxiing: Single-Engine Taxi-Out Evaluations
Greener Aircraft Taxiing: Single-Engine Taxi-out Evaluations Giuseppe Pillirone Air France Aviation Commitment to Environmental Sustainability • Aviation’s contribution to man-made greenhouse gas emissions is 2 - 3% • The Aviation Industry is aware of its environmental impact, and is committed to reducing it further in its mission to "bring people and cargo all over the world" … • Airlines continue to invest into more efficient aircraft, more efficient operations, and the development of sustainable aviation fuels • Key figures for AF-KLM Group (Source: AF-KLM Sustainability Report 2019) 30% 22 32% 43% 31% less CO2 emissions lower CO2 emissions new, quieter, more noise reduction per less non- recycled by ground per passenger/km efficient aircraft movement waste compared to operations compared to 2005 added to the fleet compared to 2000 2011 compared to 2018 • Focusing on Flight Operations • Fuel-efficient procedures are constantly studied and applied in operations whenever possible: Flight plan precision, Speed adjustments and Optimized procedures, Landing configurations, and, on the ground, Taxiing with one engine off Single-Engine Taxiing • Aircraft taxiing operations are a significant source of energy consumption and emissions at airports • Moving on ground ("taxiing") is a short part of a flight, but in this phase jet engines are not at their optimal use • Several measures can reduce fuel-burn during ground operations • "wait on stand" thanks to A-CDM/TSAT, minimize usage of APU, optimum taxi speed, … • One improvement is to taxi with -
The Gulfstream IV Operator Had All the Appearance of a Good Operation But
SAFETY REPORT The Gulfstream IV operator had all the appearance of a good operation but the flightcrew lacked cockpit discipline NTSB finds widespread non-compliance with checklist use and control checks, leading to this tragic BED runway overrun crash. Paved overrun Source: Massachusetts State Police Main wreckage Flightcrew failure to review the checklist and release the gust lock prior to the takeoff run of Gulfstream IV N121JM on BED’s 7000-ft Rwy 11 as well as failure to be time-sensitive and abort the takeoff before running out of runway length led to destruction of the aircraft and the deaths of all occupants aboard. By Robert Sumwalt Gulfstream IV N121JM was frequently used for air transportation both NTSB Board Member domestically and overseas by Lewis Katz, the well-known and highly ATP/CFII/FE. Airbus A320, King Air 350, Boeing respected publisher of The Philadelphia Inquirer newspaper. 737, Fokker F28, Fokker 100 s often is the case in corporate aviation, the pas- at 1325 edt for the short hop to ACY, where they picked up sengers were running a few hours late. The 2 pi- the 4 passengers and flew them to BED (Hanscom Field, Alots and flight attendant decided to pass the time Bedford MA). After the passengers attended a charity event, by ordering a pizza and eating in the comfort of the cabin the plan was to return them to ACY and then reposition the of N121JM, the Gulfstream IV they had operated for 7 Gulfstream back to its home base at ILG. years. When the billionaire principal showed up with 3 Tragically, the evening didn’t end that way. -
Intervention Strategies for the Management of Human Error
NASA Contractor Report 4547 Intervention Strategies for the Management of Human Error Earl L. Wiener University of Miami at Coral Gables Department of Management Science P. O. Box 248237 Coral Gables, FL 33124 Prepared for Ames Research Center CONTRACT NCA2-441 August 1993 National Aeronautics and Space AdministTation Ames Research Center Moffett Field, California 94035-1000 CONTENTS I , THE MANAGEMENT OF HUMAN ERROR A. Introduction B. The advent of modern cockpit automation C. Purpose and limitations of this study II. HUMAN ERROR AND INTERVENTION i0 A. Lines of defense I0 B. Intervention strategies - examples 13 C. Is there an intervention strategy for every problem? 25 D. Two models of intervention 27 III. INTERVENTION STRATEGIES: TRADITIONAL TECHNOLOGIES 29 A. Hardware 29 B. Procedures and supporting documentation 40 C. Communication 50 D. Training 55 IV. INTERVENTION STRATEGIES: ADVANCED TECHNOLOGIES 58 A, Employment of advanced technologies 58 B. Error management 62 C. Summary of management techniques 75 V, CONCLUSIONS AND OVERVIEW 76 A. Human error can be managed 76 B. Management strategies 77 C. The role of government 86 D. Summary 88 VI. REFERENCES 90 VII. NOTES AND ACKNOWLEDGMENTS i01 VIII. APPENDICES 103 I. Guidelines for intervention strategies 104 2. Wiener-Curry automation guidelines (1980) 107 3. Degani-Wiener guidelines for checklists (1990) 109 4. Glossary of abbreviations iii iii PI_Ord_NG PAGE Bt.ANK NOT FILMED SUMMARY This report examines the manaqement of human error in the cockpit. The principles probably apply as well to other applications in the aviation realm (e.g. air traffic control, dispatch, weather, etc.) as well as other high-risk systems outside of aviation (e.g. -
Service Bulletin
MANDATORY SERVICE BULLETIN TITLE: FLIGHT CONTROLS - FLIGHT CONTROL (GUST) LOCK INSPECTION / REPLACEMENT SYNOPSIS OF CHANGE This Service Bulletin has been revised to add ending serial effectivity. The first paragraph of th e Description statement has been moved to the Reason statement. The Material Information table has been revised to reflect additional control lock part number information and ending serial effectivity. Although a company name change to Textron Aviation occurred, this service bulletin will revise only technical and contact information. Relevant technical changes are marked with change bars in the outside margins. 1. Planning Information A. Effectivity (1) Airplanes (a) Civil Beech Model 19 Series, Serials MB-1 through MB-722, and MB-724 through MB-905; Beech Model 23 Series, Serials M-3, and M-555 through M-2392; Beech Model 24 Series, Serials MA-1 through MA-368, MC-2 through MC-150, and MC-152 through MC-795; Beech Model 33 Series, Serials CD-1 through CD-981, CD-983 through CD-1304, CE-1 through CE-235, CE-249, CE-250, CE-256, CE-260, CE-264 through CE-268, CE-270 through CE-1791, and CJ-1 through CJ-179; Beech Model 35 Bonanza Series, Serials D-1 through D-10403; Beech Model 36 Bonanza, Serials E-1 through E-184; Beech Model A36 Bonanza, Serials E-185 through E-3629; E-3631 through E-3635; Beech Model G36 Bonanza, Serials E-3630, E-3636 and after; Beech Model A36TC Bonanza, Serials EA-1 through EA-241 and EA-243 through EA-272; Beech Model B36TC Bonanza, Serials EA-242 and EA-273 through EA-695; The export of t hese commodities, technology or software are subject to th e U.S.